Systems and methods for automated operation and handling of autonomous trucks and trailers hauled thereby

ABSTRACT

A system and method for operation of an autonomous vehicle (AV) yard truck is provided. A processor facilitates autonomous movement of the AV yard truck, and connection to and disconnection from trailers. A plurality of sensors are interconnected with the processor that sense terrain/objects and assist in automatically connecting/disconnecting trailers. A server, interconnected, wirelessly with the processor, that tracks movement of the truck around and determines locations for trailer connection and disconnection. A door station unlatches/opens rear doors of the trailer when adjacent thereto, securing them in an opened position via clamps, etc. The system computes a height of the trailer, and/or if landing gear of the trailer is on the ground and interoperates with the fifth wheel to change height, and whether docking is safe, allowing a user to take manual control, and optimum charge time(s). Reversing sensors/safety, automated chocking, and intermodal container organization are also provided.

RELATED APPLICATIONS

This application is a continuation of co-pending U.S. patent applicationSer. No. 16/282,279, filed Feb. 21, 2019, entitled SYSTEMS AND METHODSFOR AUTOMATED OPERATION AND HANDLING OF AUTONOMOUS TRUCKS AND TRAILERSHAULED THEREBY, which claims the benefit of co-pending U.S. ProvisionalApplication Ser. No. 62/633,185, entitled SYSTEMS AND METHODS FORAUTOMATED OPERATION AND HANDLING OF AUTONOMOUS TRUCKS AND TRAILERSHAULED THEREBY, filed Feb. 21, 2018, co-pending U.S. ProvisionalApplication Ser. No. 62/681,044, entitled SYSTEMS AND METHODS FORAUTOMATED OPERATION AND HANDLING OF AUTONOMOUS TRUCKS AND TRAILERSHAULED THEREBY, filed Jun. 5, 2018, and co-pending U.S. ProvisionalApplication Ser. No. 62/715,757, entitled SYSTEMS AND METHODS FORAUTOMATED OPERATION AND HANDLING OF AUTONOMOUS TRUCKS AND TRAILERSHAULED THEREBY, filed Aug. 7, 2018, the entire disclosure of each ofwhich applications is herein incorporated by reference.

FIELD OF THE INVENTION

This invention relates to autonomous vehicles and more particularly toautonomous trucks and trailers therefor, for example, as used to haulcargo around a shipping facility, a production facility or yard, or totransport cargo to and from a shipping facility, a production facilityor yard.

BACKGROUND OF THE INVENTION

Trucks are an essential part of modern commerce. These trucks transportmaterials and finished goods across the continent within their largeinterior spaces. Such goods are loaded and unloaded at variousfacilities that can include manufacturers, ports, distributors,retailers, and end users. Large over-the road (OTR) trucks typicallyconsist of a tractor or cab unit and a separate detachable trailer thatis interconnected removably to the cab via a hitching system thatconsists of a so-called fifth wheel and a kingpin. More particularly,the trailer contains a kingpin along its bottom front and the cabcontains a fifth wheel, consisting of a pad and a receiving slot for thekingpin. When connected, the kingpin rides in the slot of the fifthwheel in a manner that allows axial pivoting of the trailer with respectto the cab as it traverses curves on the road. The cab provides power(through (e.g.) a generator, pneumatic pressure source, etc.) used tooperate both itself and the attached trailer. Thus, a plurality ofremovable connections are made between the cab and trailer to deliverboth electric power and pneumatic pressure. The pressure is used tooperate emergency and service brakes, typically in conjunction with thecab's own (respective) brake system. The electrical power is used topower (e.g.) interior lighting, exterior signal and running lights, liftgate motors, landing gear motors (if fitted), etc.

Throughout the era of modern transport trucking, the connection of suchelectrical and pneumatic lines, the raising and lowering of landinggear, the operation of rear swing doors associated with trailers, andvehicle inspections have been tasks that have typically been performedmanually by a driver. For example, when connecting to a trailer with thecab, after having backed into the trailer so as to couple the truck'sfifth wheel to the trailer's kingpin, these operations all require adriver to then exit his or her cab. More particularly, a driver mustcrank the landing gear to drop the kingpin into full engagement with thefifth wheel, climb onto the back of the cab chassis to manually grasp aset of extendable hoses and cables (carrying air and electric power)from the rear of the cab, and affix them to a corresponding set ontorelated connections at the front of the trailer body. This process isreversed when uncoupling the trailer from the cab. That is, the operatormust climb up and disconnect the hoses/cables, placing them in a properlocation, and then crank down the landing gear to raise the kingpin outof engagement with the fifth wheel. Assuming the trailer is to beunloaded (e.g. after backing it into a loading dock), the driver alsowalks to the rear of the trailer to unlatch the trailer swing doors,rotate them back 270 degrees, and (typically) affix each door to theside of the trailer. With some trailer variations, rear doors are rolledup (rather than swung), and/or other action is taken to allow access tocargo. Other facilities, such as loading dock warning systems, chockswhich prevent trailers from rolling unexpectedly and trailer-to-docklocking mechanisms rely upon human activation and monitoring to ensureproper function and safety. Similar safety concerns exist when trucksand trailers are backing up, as they exhibit a substantial blind spotdue to their long length and large width and height.

Further challenges in trucking relate to intermodal operations, whereyard trucks are used to ferry containers between various transportationmodalities. More particularly, containers must be moved between railcarsand trailers in a railyard in a particular order and orientation(front-to-rear facing, with doors at the rear). Likewise, order andorientation is a concern in dockyard operations where containers areremoved from a ship.

A wide range of solutions have been proposed over the years to automateone or more of the above processes, thereby reducing the labor needed bythe driver. However, no matter how effective such solutions haveappeared in theory, the trucking industry still relies upon theabove-described manual approach(es) to connecting and disconnecting atrailer to/from a truck tractor/cab.

With the advent of autonomous vehicles, it is desirable to providefurther automation of a variety of functions that have been providedmanually out of tradition or reasonable convenience.

SUMMARY OF THE INVENTION

This invention overcomes disadvantages of the prior art by providingsystems and methods for connecting and disconnecting trailers from truckcabs (tractors) that enhance the overall automation of the process andreduce the need for human intervention therewith. These systems andmethods are particularly desirable for use in an autonomous truckingenvironment, such as a shipping yard, port, manufacturing center,fulfillment center and/or general warehouse complex, where theoperational range and routes taken by hauling vehicles are limited and ahigh density of are moved into, out of and around the facility. Suchtrailers typically originate from, and are dispatched to, locationsusing over-the-road cabs or trucks (that can be powered by diesel,gasoline, compressed gas other internal-combustion-based fuels, and/orelectricity in a plug-in-charged and/or fuel/electric hybridarrangement). Cabs or trucks within the facility (termed “yard trucks”)can be powered by electricity or another desirable (e.g. internalcombustion) fuel source—which can be, but is not limited to,clean-burning fuel, in various implementations.

In order to facilitate substantially autonomous operation of yard trucks(herein referred to as “autonomous vehicle”, or “AV” yard trucks), aswell as other AV trucks and hauling vehicles, various systems areautomated. The systems and methods herein address such automation. Byway of non-limiting example, the operation of hitching, including theconnection of brake/electrical service to a trailer by the truck isautomated. Additionally, unlatching and opening of trailer (e.g. swing)doors is automated. Identification of trailers in a yard and navigationwith respect to such trailers is automated, and safety mechanisms andoperations when docking and undocking a trailer are automated. Access tothe truck by a user can be controlled, and safety tests can be performedin an automated manner—including but not limited to a tug test thatensures a secure hitch. Likewise, the raising of the fifth wheel andverification that the trailer landing gear has disengaged the ground isautomated.

In an embodiment, connection of at least the emergency brake pneumaticlines is facilitated by an interengaging connection structure thatconsists of a cab-mounted, conical or tapered guide structure located onthe distal end of a manipulator or extension and a base connectorlocated on the front face/wall of the trailer body having acorresponding receptacle shaped and arranged to center and register thecab guide structure so that, when fully engaged, the air connectionbetween the cab and the trailer is complete and (at least) the emergencybrakes can be actuated via pressure delivered from the cab. In a furtherembodiment, the cab-mounted guide structure can be adapted to includeone or more electrical connectors that engage to close the power circuitbetween the cab and trailer. The connection arrangement can also beadapted to interconnect the service brake lines between the cab and thetrailer. The connection on the trailer can be provided using a mountingplate that is removably (or permanently) attached to the front of thetrailer when it enters the facility using (e.g.) clamps that engageslots on the trailer bottom. Alternatively, an interengaging fabric(e.g. hook-and-loop, 3M Dual-Lock™) fasteners, magnetic sheet orbuttons, etc., can be employed to removably fasten the connection plate.The plate includes the base connector and a hose with a fitting (e.g. aglad hand) adapted to engage a standard hose fitting on the trailer.

In another embodiment, a pneumatically or hydraulically extendable(telescoping) arm is affixed behind the cab of the yard truck on alinear actuator that allows lateral movement. In addition, a secondsmaller pneumatic/hydraulic piston is affixed to the base and the bottomof the larger arm, allowing the arm to raise and lower. At the end ofthe arm is a vertical pivot or wrist (for vertical alignment) with anelectrically actuated gripping device or hand, that can hold (andretrieve) a coupling device which is deployed onto the trailer to acorresponding shaped receiving receptacle. The coupling devise also hasone (or more) side-mounted air-hose(s) that deliver the air pressurefrom the yard truck for connection to the trailer. An integrated power(and communications line) is paired with the air-hose, allowing for theactuation of a collar (lock) on a standard hose fitting to pair thecoupling device to the receiving receptacle. In addition, the electricalpower that is delivered via the coupling devise could also provide powerto the trailer systems (as described above). In order to assist with thearm's autonomous ranging and alignment, a camera and laser-rangingdevice are also mounted on the gripping mechanism or hand. Once the handdelivers the coupling device (with associated air-hose and electricalconnection) to the receiving receptacle and a positive air connection isdetected, the grip release is actuated and the coupling remains with thereceiving receptacle, as the arm is retracted back towards the cab fortrailer clearance purposes. The receiving receptacle on the trailer canbe mounted in a preferred available location on the front face of thetrailer by the use of an interengaging fabric tape or sheet—such asindustrial grade hook-and-loop material and/or Dual-Lock™ recloseablefasteners, or similar (e.g. magnetic sheets), as a removably attacheddevice when onsite (or permanently affixed). The receiving receptacle isalso marked with an identifying bordering pattern that the associatedranging/locating software can use to orient the arm and align thecoupling device.

In another embodiment, in place of the extendable arm and secondarypiston, two additional linear actuators are mounted, in across-formation onto the base linear actuator, which now runs inorientation along the length of the truck's frame. This results in theability of the three linear actuators to move, in-concert, in theorthogonal X, Y, and Z-axis dimensions. The linear actuator that iscross-mounted on the vertical linear actuator still retains theelectrically actuated gripping device or hand, as described above.

A system and method for operation of an autonomous vehicle (AV) yardtruck in a yard environment is provided. A processor facilitatesautonomous movement of the AV yard truck, substantially free of humanuser control inputs to onboard controls of the truck, and connection toand disconnection from trailers in the yard. A plurality of sensors areinterconnected with the processor that sense terrain and objects in theyard and assist in automatically connecting to and disconnecting fromthe trailers. A server (and/or yard management system (YMS)) isinterconnected, wirelessly with the processor, and tracks movement ofthe AV yard truck around the yard. It determines locations forconnecting to and disconnecting from the trailers. Illustratively, aconnection mechanism connects a service line between one of the trailersand the AV yard truck when the AV yard truck and trailer are hitched(connected) and disconnects the service line when the AV yard truck andtrailer are unhitched (disconnected). The service line can comprise atleast one of an electrical line, an emergency brake pneumatic line and aservice brake pneumatic line. The connection mechanism can include arobotic manipulator that joins a connector on the AV yard truck to areceiving connector on the trailer. Also, the receiving connector cancomprises a receptacle that is removably attached to the trailer with aclamping assembly or a receptacle that is removably attached to thetrailer with an interengaging fabric-type fastener (or other types offasting mechanisms). Illustratively, the processor can communicate witha tug-test process that, when the truck is hitched to the trailer,automatically determines whether the trailer is hitched, moreparticularly by applying motive power to the truck and determining loadon the truck thereby.

In an embodiment, a system and method for automatically connecting atleast one service line on a truck to a trailer is provided. A receiveron the trailer is permanently or temporarily affixed thereto. Thereceiver is interconnected with at least one of a pneumatic line and anelectrical line. A coupling is manipulated by an end effector of arobotic manipulator to find and engage the receiver when the trailer isbrought into proximity with, or hitched to, the truck. A processor, inresponse to a position of the receiver, moves the manipulator to alignand engage the coupling with the receiver so as to complete a circuitbetween the truck and the trailer. The end effector can be mounted on atleast one of (a) a framework moving along at least two orthogonal axesand having a rearwardly extending arm, (b) a multi-degree-of-freedomrobot arm, and (c) a linear-actuator-driven arm with pivoting joints toallow for concurrent rearward extension and height adjustment. Thelinear-actuator-driven arm can be mounted on a laterally moving base onthe truck chassis. A pivoting joint attached to the end effector caninclude a rotary actuator to maintain a predetermined angle in thecoupling. The coupling can include an actuated, quick-disconnect-stylefitting adapted to selectively and sealingly secure to a connector inthe receptacle. The actuated, quick-disconnect-style fitting cancomprise a magnetic solenoid assembly that selectively and slidablyopens and allows closure of the quick-disconnect-style fitting inresponse, to application of electrical current thereto. A tensionedcable can be attached to the coupling and a pneumatic line can beattached to the truck brake system. The brake system can comprise atleast one of a service brake and an emergency brake. An electricalconnection can be provided on the coupling attached to the truckelectrical system. Illustratively, the receptacle is removably attachedto a front face of the trailer by at least one of an interengagingfabric material, fasteners, clamps and magnets.

In an embodiment, a retrofit kit for the trailer is provided, whichincludes a Y-connector assembly for at least one of a trailer pneumaticline and a trailer electrical line, the Y-connector assembly connects toboth a conventional service connector and the receiver. The Y-connectorassembly can be operatively connected to a venting mechanism thatselectively allows one of the coupling and the conventional serviceconnector to vent. The conventional service connector can comprises aglad hand.

In an embodiment, a system and method for operating an autonomous truckwith respect to a trailer is provided. A vehicle-based processorcommunicates with a tug-test process that, when the truck is hitched tothe trailer, automatically determines whether the trailer is hitched byapplying motive power to the truck and determining load on the truckthereby.

In an embodiment, a system and method for handling a trailer with atruck in a manner that is free of service connections between apneumatic brake system of the truck and a brake system of the trailer isprovided. A pressurized air canister is removably secured to thetrailer, and connected to the brake system thereof. The arrangementincludes a valve, in line with the canister, which is actuated basedupon a signal from the truck to release the brake system.Illustratively, the truck is an autonomous truck, and the signal istransmitted wirelessly from a controller of the truck. More particularlythe truck can be an AV yard truck, and the canister can be adapted to beattached to the trailer upon delivery of the trailer to a yard, by(e.g.) an OTR truck.

In an embodiment, a system and method for locating a glad hand connectoron a front face of a trailer comprises a gross sensing system thatacquires at least one of a 2D and a 3D image of the front face, andsearches for glad hand-related image features. The gross sensing systemlocates features having a differing texture or color from thesurrounding image features after identifying edges of the trailer frontface in the image. The gross sensing system can include a sensor locatedon a cab or chassis of an AV yard truck. A fine sensing system, locatedon an end effector of a fine manipulator, can be moved in a gross motionoperation to a location adjacent to a location on the front facecontaining candidate glad hand features. The fine sensing system canincludes a plurality of 2D and/or 3D imaging sensors. The finemanipulator can comprise a multi-axis robotic arm mounted on amulti-axis gross motion mechanism. The gross motion mechanism cancomprise a plurality of linear actuators mounted on the AV yard truckthat move the fine manipulator from a neutral location to the locationadjacent to the glad hand candidate features. Illustratively, the grossmotion mechanism comprises a piston driven, hinged platform mounted onthe AV yard truck that moves the fine manipulator from a neutrallocation to the location adjacent to the glad hand candidate features.The fine manipulator can be servoed based upon feedback received fromthe fine sensing system relative to the glad hand imaged thereby.Illustratively, the fine sensing system locates a trained feature on theglad hand to determine pose thereof. The feature can be at least one ofthe annular glad hand seal, an outline edge of a flange for securing theglad hand, and a tag attached to the glad hand. The tag can include afiducial matrix that assists in determining the pose. The tag can belocated on a clip attached to a raised element on the glad hand. Thefeature can include a plurality of identification regions on a gasketseal of the glad hand.

In an embodiment, a system and method for attaching a truck basedpneumatic line connector to a glad hand on a trailer using a manipulatorwith an end effector that selectively engages and releases the connectorincludes a clamping assembly that selectively overlies an annular sealof the glad hand, and that sealingly clamps the connector to the annularseal. The clamping assembly can be at least one of an actuated clamp anda spring-loaded clamp. Illustratively, the spring-loaded claim isnormally closed and is opened by a gripping action of the end effector.The actuated clamp includes one of (a) a pivoting pair of clampingmembers and (b) a sliding clamping member.

In an embodiment, a system and method for attaching a truck basedpneumatic line connector to a glad hand on a trailer, using amanipulator with an end effector that selectively engages and releasesthe connector, includes a probe member containing a pressure port, whichinserts into, and becomes lodged in, an annular seal of the glad handbased upon a placement motion of the end effector. The probe member cancomprise one of (a) a frustoconical plug that is releasable press fitinto the annual seal, and (b) an inflatable plug that selectivelyengages a cavity in the glad hand beneath the annular seal and isinflated to become secured therein. The frustoconical plug includes acircumferential barb to assist in retaining against the annular seal.

In an embodiment, a system and method for attaching a truck-basedpneumatic line connector to a trailer glad hand on a trailer, using amanipulator with an end effector that selectively engages and releasesthe connector, comprises another glad hand that is secured to thetrailer glad hand in a substantially conventional manner. The other gladhand include a quick-disconnect (universal) fitting that receives theselectively connector from the end effector. A corresponding,opposite-gender, fitting is carried by the end effector to selectivelyconnect and disconnect the universal fitting.

In another embodiment, a system and method for determining a relativeangle of a trailer with respect to a truck in a confrontingrelationship, in which the truck is attempting to move in reverse tohitch to the trailer is provided. A spatial sensing device is located toface rearward on the truck, the sensing device oriented to sense spacebeneath an underside of the trailer. A processor identifies and analyzesdata points generated by the sensing device with respect to at least oneof landing gear legs of the trailer and wheel sets of the trailer, andthereby determines the relative angle. The sensing device can comprise ahigh-resolution LIDAR device that generates points, and associatedgroups of points (e.g. 3D point clouds), using projected rings ofstructured light. The processor identifies point groups/clouds, andcompares the point groups to expected shapes and locations of thelanding gear legs. If one of the landing gear legs is occluded, then theprocessor is adapted to estimate a location of the occluded landing gearleg to determine the relative angle. The processor is also adapted tolocate and analyze a shape and position of the wheel sets to, at leastone of, (a) confirm a determination of the relative angle based on thelanding gear legs and (b) determine the relative angle independentlywhere analysis the landing gear legs is unavailable or inconclusive. Theprocessor can be arranged to determine a location of a kingpin of thetrailer.

In an embodiment, a system and method for determining a relativelocation of a kingpin of a trailer with respect to a truck in aconfronting relationship, in which the truck is attempting to move inreverse to hitch to the trailer, is provided. A spatial sensing deviceis located to face rearward on the truck. The sensing device is orientedto sense space beneath an underside of the trailer. A processoridentifies and analyzes data points (e.g. 3D point clouds) generated bythe sensing device with respect to at least one of the kingpin, landinggear legs of the trailer and wheel sets of the trailer so as to,thereby, determine the relative location of the kingpin. Illustratively,the sensing device is a high-resolution LIDAR device that generates thepoints/point clouds using projected rings of structured light. Theprocessor identifies point groups/clouds and compares the pointgroups/clouds to expected shapes and locations of the kingpin andlanding gear legs. The processor can be arranged to iteratively imagewith the LIDAR device and locate groups of points that represent theexpected locations. The processor thereby provides the relative locationof the kingpin in response to a confidence value above a predeterminedthreshold.

In an embodiment, a system for interconnecting an airline between anautonomous truck and a trailer can include an adapter that is mountedwith respect to a trailer-side airline and directs pressurized airtherethrough, the adapter having at least one glad hand connectionthereon, and a manipulator that carries and moves a connection tool intoand out of engagement with the adapter, the connection tool beinginterconnected with a truck-side airline for delivering the pressurizedair to the adapter when engaged therewith and the manipulator beingarranged to selectively release from the tool when the tool is engagedto the adapter. Illustratively, the adapter can include a glad handconnection that engages a glad hand connection attached to thetrailer-side airline and the adapter can include a quick-disconnectfitting that engages anactuable quick disconnect on the tool. The quickdisconnect can be actuated by at least one of a pulling motion and apowered actuator assembly. The adapter can include a truck-side gladhand connection and a shuttle valve that selectively routes thepressurized air from either the truck side glad hand connection or thequick disconnect fitting. The tool can include guide structures toenable alignment with the adapter during engagement therebetween. Theguide structures can include at least one of guide pins, vanes, slots,and keyways. The tool can include a screw-driven clamp that selectivelyengages a truck-side glad hand connection and a guide pin that isarranged to engage one of a plurality of keyways at different rotationalorientations about an axis of the truck-side glad hand connection. Theadapter can include a fiducial that can identify and assist in orientingthe manipulator, based upon an operatively connected vision system.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention description below refers to the accompanying drawings, ofwhich:

FIG. 1 is a diagram showing an aerial view of an exemplary shippingfacility with locations for storing, loading and unloading trailers usedin conjunction with the AV yard truck arrangements provided according toa system and method for handling trailers within a yard;

FIG. 2 is a perspective view of a fuel-powered AV yard truck for use inassociation with the system and method herein;

FIG. 3 is a rear-oriented perspective view of an electrically powered AVyard truck for use in association with the system and method herein,showing service connections (e.g. pneumatic braking and electrical)thereof;

FIG. 4 is a rear-oriented perspective view of another electricallypowered AV yard truck, showing a truck chassis raised fifth wheelthereof;

FIG. 5 is a partial, side-oriented perspective view of a hitched AV yardtruck and trailer showing a pneumatic connection consisting of atruck-mounted probe and a trailer-mounted receptacle according to anembodiment;

FIG. 6 is a partial top view of the hitched AV yard truck and trailer ofFIG. 5 showing the trailer turned at an angle with respect to the truckso that the receptacle and the probe located remote from each other;

FIG. 7 is a more detailed perspective view of the probe and receptaclearrangement of FIG. 5, showing the probe guided into the receptacleduring a connection process;

FIG. 8 is an exposed side view of the probe and receptacle arrangementof FIG. 5 showing exemplary pneumatic connections for, e.g. theemergency braking circuit between the AV yard truck and the trailer;

FIG. 8A is an exposed side view of an exemplary probe and receptaclearrangement similar to that of the arrangement of FIG. 5, including aplurality of electrical contacts for interconnecting electrical servicebetween the AV yard truck and the receptacle when the pneumatic serviceis connected;

FIG. 8B is an exploded perspective view of an air-connecting mechanismwith actuating collar to lock the female connector (truck/coupling side)to the male connector (trailer/receiving side), according to anotherembodiment;

FIGS. 8C-8E are side cross sections of the mechanism of FIG. 8B showinga connection process for the connecting and locking the female connectorto the male connector, respectively in a disconnected, connected andlocked state;

FIG. 9 is a side view of an exemplary AV yard truck and trailer having atruck-mounted probe and trailer-mounted receptacle for connecting (e.g.)pneumatic emergency brake service, in which the probe is mounted on atensioned cable and spool assembly to allow for turning of the trailerwith respect to the truck, according to an embodiment;

FIG. 10 is a more detailed side cross section of the probe andreceptacle arrangement, including cable and spool assembly of FIG. 9;

FIG. 11 is a rear-oriented perspective view of an AV yard truck andtrailer in a hitched configuration showing a truck-mounted probe andtrailer-mounted receptacle for connecting (e.g.) pneumatic emergencybrake service, in which the probe is mounted in connection with anadjacent tensioned cable and spool assembly to allow for turning of thetrailer with respect to the truck, according to an embodiment;

FIG. 12 is a more detailed side cross section of the probe andreceptacle arrangement, including cable and spool assembly of FIG. 11;

FIG. 13 is a partial rear-oriented perspective view of a trailer havinga frustoconical receiver for a pneumatic connection for use with an AVyard truck according to an embodiment;

FIG. 14 is a more detailed perspective view of the conical receiver ofFIG. 13 showing an interconnected bracket assembly allowing forselective attachment to and detachment of the receiver from the trailerbody;

FIG. 14A is perspective view of an illustrative receiving receptaclewith an interconnected pneumatic line/air-hose that connects to thetrailer pneumatic line's existing glad hand;

FIG. 15 is a perspective view showing a movable clamp for allowingselective attachment and detachment of the bracket;

FIG. 16 is a partial bottom view of the trailer of FIG. 13 showing theinsertion of the bracket end hook or post into a slot in the trailerbottom;

FIG. 17 is a perspective view of a pneumatic connection system for an AVtruck and trailer, showing frustoconical receiver or receptacle attachedto a trailer and a probe assembly with an inflatable ring for securingthe probe and receptacle together with a pressure-tight seal;

FIG. 18 is a front view of a removable plate for mounting one or morereceptacles for connection of pneumatic and/or electrical service on atrailer, including a pair of bar-clamp-like brackets that engage a slotin the bottom/underside of the trailer, according to an embodiment;

FIG. 19 is a side view of the plate and bracket assembly of FIG. 18;

FIG. 20 is an exploded view of the plate and bracket assembly of FIG.18;

FIG. 21 is a bottom-oriented perspective view of a trailer showingvarious operational components thereof, including an attached, plate andbracket assembly with receptacle, according to FIG. 18;

FIG. 22 is a more detailed fragmentary perspective view of the attached,plate and bracket assembly shown in FIG. 21;

FIG. 23 is a top-rear-oriented perspective view of a modified glad handconnector for use in forming pneumatic connections, according to variousembodiments;

FIG. 24 is a bottom-front-oriented perspective view of the modified gladhand of FIG. 23;

FIG. 25 is a side-oriented perspective view of the modified glad hand ofFIG. 23, shown secured to a conventional glad hand (e.g. on traileremergency brake line) with the movable thumb clamp thereof engaged tothe top of the conventional glad hand body;

FIG. 26 is a rear perspective view of an AV yard truck showing amulti-axis robot arm assembly for connecting a truck pressure orelectrical connector to a trailer receptacle according to an embodiment;

FIG. 26A fragmentary perspective view of the rear of an AV yard truckhaving a three-axis (triple) linear actuator adapted to deliver acoupler to a receiver according to an embodiment;

FIG. 27 is a rear perspective view of an AV yard truck showing a roboticframework and telescoping arm and end effector assembly for connecting atruck pressure or electrical connector to a trailer receptacle accordingto an embodiment;

FIG. 28 is a fragmentary side view of a truck chassis showing amulti-axis robotic arm and end effector assembly for connecting a truckpressure or electrical connector to a trailer receptacle according to anembodiment;

FIG. 28A is rendering perspective view of an AV yard-truck-mountedrobotic manipulator, including an arm/wrist/hand delivery mechanism withinterconnected trailer pneumatic line (air hose) and coupling device,according to an embodiment;

FIG. 28B is a fragmentary side view of an exemplary AV yard truck andtrailer hitched thereto, having of the arm/wrist/hand delivery mechanismof FIG. 28A, and a corresponding receiver mounted on the trailer;

FIG. 28C is a side view of the arm/wrist/hand delivery mechanism of FIG.28A shown making a connection to the trailer-mounted receiver;

FIG. 29 is a block diagram showing generalized procedures andoperational components employed in hitching an AV yard truck to atrailer, including the connection of one or more service lines using arobot manipulator according to an embodiment;

FIG. 30 is a flow diagram of an exemplary tug-test procedure for usewith an autonomous truck to verify proper hookup of a trailer thereto;

FIG. 30A is a flow diagram of an exemplary single tug-test procedure foruse as part of a multiple tug-test procedure to verify proper hookup ofa trailer;

FIG. 30B is a flow diagram of an exemplary multiple tug-test procedureincorporating repeated use of the single tug-test procedure of FIG. 30Ato verify proper hookup of a trailer;

FIG. 31 is a diagram showing the front face of a trailer showing theprobable location of pneumatic braking glad hand connections and anassociated panel for use in gross location determination by a grosssensing assembly provide on an autonomous truck according to anembodiment;

FIG. 32 is a diagram showing an autonomous truck-mounted gross locationsensing assembly detecting the characteristics of the front face of anadjacent trailer so as to attempt to localize the glad hand panelthereof;

FIG. 33 is a diagram showing the acquired image(s) generated by thesensing assembly of FIG. 32 and the regions therein used to localize theglad hand panel;

FIG. 34 is a diagram of a trailer hitched to an autonomous truckchassis, showing a fine position end effector mounted on the chassis ofan autonomous truck generally in accordance with FIG. 32, having a finesensing assembly located with respect to tend effector for guiding it tothe glad hand of the trailer;

FIG. 35 is a multi-axis (e.g. three-axis) gross positioning assemblymounted on an autonomous truck chassis for moving a robotic armmanipulator and associated end effector so as to locate the end effectorand a carried truck-based glad hand connector adjacent to a trailer gladhand panel located by the gross detection system;

FIG. 36 is a diagram of an image of a trailer glad hand used by the finesensing system to determine pose for use in servoing a roboticmanipulator end effector and associated truck-based glad hand connectorinto engagement with the trailer glad hand;

FIG. 36A is a perspective view of an exemplary glad hand gasket withfeatures to enhance autonomous identification, location, and pose of theglad hand gasket;

FIG. 37 is a diagram of a conventional trailer glad hand depicting theunique edge of a flange used to identify the pose of the glad hand bythe autonomous truck manipulator sensing assembly;

FIG. 38 is a diagram of a conventional glad hand provided with a uniquetag used to identify the pose of the glad hand by the autonomous truckmanipulator sensing assembly;

FIG. 39 is a diagram of a unique fiducial-based identifier that can beapplied to the surface of the tag of FIG. 38;

FIG. 40 is a diagram of a trailer hitched to an autonomous truckchassis, showing a multi-axis gross manipulation system carrying finemanipulator robotic arm according to an embodiment;

FIG. 41 is a top view of the trailer and autonomous truck of FIG. 40,showing the trailer at a pivot angle on its hitch, in which the grossmanipulation system is locating the fine manipulator so that its endeffector can reach the trailer glad hand panel;

FIG. 42 is a top view of the trailer and autonomous truck of FIG. 40,showing the trailer at another, opposing pivot angle relative to Fig.,in which the gross manipulation system is locating the fine manipulatorso that its end effector can reach the trailer glad hand panel;

FIG. 43 is a side view of a trailer hitched to an autonomous truckchassis, showing a multi-axis gross manipulation system carrying finemanipulator robotic arm, in which the manipulator system is mounted on apiston-driven, hinged platform in a stowed orientation on the truckchassis, according to another embodiment;

FIG. 44 is a side view of the trailer and autonomous truck of FIG. 43,showing the piston-driven, hinged platform in a deployed orientation onthe truck chassis;

FIG. 45 is a perspective view of a multi-axis (e.g. 6-axis) finemanipulation robotic arm assembly and associated end effector for use inmanipulating a truck-based trailer glad hand connector according tovarious embodiments herein;

FIG. 46 is a fragmentary side view of a truck-based glad hand connectionemploying a clamping action in response to an associated actuator, shownin an open orientation with respect to a trailer glad hand;

FIG. 46A is a fragmentary side view of the truck-based glad handconnection of FIG. 46, shown in a closed/engaged orientation withrespect to the trailer glad hand;

FIG. 47 is a fragmentary side view of a truck-based glad hand connectionemploying a spring-loaded, clip-like action in response to the motion ofthe manipulator end effector, shown in an open orientation with respectto a trailer glad hand;

FIG. 47A is a fragmentary side view of the truck-based glad handconnection of FIG. 47, shown in a closed/engaged orientation withrespect to the trailer glad hand;

FIG. 48 is a fragmentary perspective view of a truck-based glad handconnection employing a press-fit connection action, shown in anengaged/connected orientation with respect to a trailer glad hand;

FIG. 48A is a cross section taken along line 48A-48A of FIG. 48;

FIG. 49 is a cross-sectional perspective view of a truck-based glad handconnection employing a an inflatable, plug-like connection, shown in anengaged/connected orientation with respect to a trailer glad hand,whereby the manipulator accesses the interconnector via an appropriatetruck based connection and end effector;

FIG. 50 is a perspective view of a truck-based glad hand connectionemploying an industrial interchange connector thereon for semi-permanentattachment of the truck-based glad hand (using conventional, rotationalattachment techniques) to a trailer glad hand;

FIG. 51 is a fragmentary side view of a truck-based glad hand connectionemploying a clamping action with a linear actuator integrated with thetruck connector, shown in an open orientation with respect to a trailerglad hand;

FIG. 52 is a fragmentary side view of the truck-based glad handconnection of FIG. 51, shown in a closed/engaged orientation withrespect to the trailer glad hand

FIGS. 53 and 53A show a flow diagram of a procedure for performing aglad hand (or similar) connection between an autonomous truck and atrailer using a gross and fine sensing and manipulation system accordingto the various embodiments herein;

FIG. 54 is a perspective view of a direct-connection glad hand adapterfor use in exclusive autonomous operation;

FIG. 55 is a perspective view of a direct-connection glad hand adapterfor use in exclusive autonomous operation, having a flexible connectoraccording to another embodiment;

FIG. 56 is a perspective view tool for engaging and providingpressurized air to the direct-connection glad hand adapter of FIG. 54 or55, that employs selectively powered solenoids to release, according toan embodiment;

FIG. 57 is a side cross-section of the tool of FIG. 56 showninterconnected with the adapter of FIG. 54;

FIG. 58 is a is a perspective view tool for engaging and providingpressurized air to the direct-connection glad hand adapter of FIG. 54 or55, that employs a pull-motion to release, according to an embodiment;

FIG. 59 is a is a perspective view tool for engaging and providingpressurized air to the direct-connection glad hand adapter of FIG. 54 or55, that employs a pull-motion to release and includes a cylindricalgripper interface, according to an embodiment;

FIG. 60 is a perspective view of an autonomous-operation-favored gladhand adapter that also allows for manual interconnection of a truck-sideglad hand connector, according to an embodiment;

FIG. 61 is a perspective view of the autonomous-operation-favored gladhand adapter of FIG. 60, shown engaged with a gripper manipulatedclamping tool, according to an embodiment;

FIG. 62 is a perspective view of an autonomous-operation-favored gladhand adapter that also allows for manual interconnection of a truck-sideglad hand connector using a shuttle valve and dual-port, truck sideconnectors, according to an embodiment;

FIG. 63 is a perspective view of an autonomous-operation-favored gladhand adapter that also allows for manual interconnection of a truck-sideglad hand connector, using a shuttle valve and 90-degree-attacheddual-port-truck side connectors according to an embodiment;

FIG. 64 is a perspective view of an autonomous-operation-favored gladhand adapter for direct connection to the trailer-side airline, thatalso allows for manual interconnection of a truck-side glad handconnector and employs an integrated shuttle valve with dual-port,truck-side connectors, according to an embodiment;

FIG. 65 is a perspective view of an autonomous-operation-favored gladhand adapter for connection to the trailer-side glad hand connection,that also allows for manual interconnection of a truck-side glad handconnector and employs an integrated shuttle valve with dual-port,truck-side connectors, according to an embodiment;

FIG. 66 is a perspective view of an autonomous-operation-favored gladhand adapter for connection to the trailer-side glad hand connection,that also allows for manual interconnection of a truck-side glad handconnector and employs an integrated shuttle valve in a machinablehousing with dual-port, truck-side connectors, according to anembodiment;

FIG. 67 is a perspective view of an autonomous-operation-favored gladhand adapter for connection to the trailer-side glad hand connection,that also allows for manual interconnection of a truck-side glad handconnector, and that employs a key-guided clamping tool having a leadscrew driven clamping member for sealing against the truck-side gladhand connector, according to an embodiment, shown prior to engagement;

FIG. 68 is a perspective view of the arrangement of FIG. 67 shown afterengagement;

FIG. 69 is a perspective view of the clamping tool of FIG. 67 shown in aopened, un-clamped position;

FIG. 70 is a side view of an autonomous (e.g. yard) truck and trailer,arranged to allow hitching thereof together using a truck-rear-mountedhigh-resolution LIDAR device and associated process(or) that locates anddetermines the relative angle of the trailer (centerline) with respectto the truck;

FIG. 71 is a top view of the truck and trailer arrangement of FIG. 69showing locations of trailer landing gear and wheel sets with respect tothe beam pattern of the rear-mounted LIDAR device;

FIG. 72 is a top view of the LIDAR-device-scanned area of the trailer ofFIGS. 70 and 71, showing point groups representative of landing gearlegs and wheels, used in determining the relative trailer angle;

FIG. 73 is a top view of the truck and trailer arrangement of FIGS. 70and 71 being scanned by the LIDAR device beams where the trailercenterline is oriented at an approximate right angle to the central axisof the beam cone/truck centerline, in which one trailer landing gear legis occluded from view;

FIG. 74 is a side view of an autonomous (e.g. yard) truck and trailer,arranged to allow hitching thereof together using a truck-rear-mountedhigh-resolution LIDAR device and associated process(or) that locates anddetermines the position of the trailer kingpin used to hitch to thetruck fifth wheel;

FIG. 75 is a top view of the truck and trailer arrangement of FIG. 74showing locations of trailer kingpin, landing gear and wheel sets withrespect to the beam pattern of the rear-mounted LIDAR device;

FIG. 76 is a top view of the LIDAR-device-scanned area of the trailer ofFIGS. 74 and 75, showing point groups representative of the kingpin andlanding gear legs, used in determining the position of the kingpinwithin the vehicle/navigation coordinate space; and

FIG. 77 is a flow diagram showing a procedure for identifying anddetermining the position of the trailer kingpin using the LIDAR devicein accordance with FIGS. 74-76.

DETAILED DESCRIPTION I. Overview

FIG. 1 shows an aerial view of an exemplary shipping facility 100, inwhich over-the-road (OTR) trucks (tractor trailers) deliver goods-ladentrailers from remote locations and retrieve trailers for return to suchlocations (or elsewhere—such as a storage depot). In a standardoperational procedure, the OTR transporter arrives with a trailer at adestination's guard shack (or similar facility entrance checkpoint) 110.The guard/attendant enters the trailer information (trailer number or QR(ID) code scan-imbedded information already in the system, which wouldtypically include: trailer make/model/year/service connection location,etc.) into the facility software system, which is part of a server orother computing system 120, located offsite, or fully or partiallywithin the facility building complex 122 and 124. The complex 122, 124includes perimeter loading docks (located on one or more sides of thebuilding), associated (typically elevated) cargo portals and doors, andfloor storage, all arranged in a manner familiar to those of skill inshipping, logistics, and the like.

By way of a simplified operational example, after arrival of the OTRtruck, the guard/attendant would then direct the driver to deliver thetrailer to a specific numbered parking space in a designated stagingarea 130—shown herein as containing a large array of parked,side-by-side trailers 132, arranged as appropriate for the facility'soverall layout. The trailer's data and parked status is generallyupdated in the company's integrated yard management system (YMS), whichcan reside of the server 120 or elsewhere.

Once the driver has dropped the trailer in the designated parking spaceof the staging area 130, he/she disconnects the service lines andensures that connectors are in an accessible position (i.e. ifadjustable/sealable). If the trailer is equipped with swing doors, thiscan also provide an opportunity for the driver to unlatch and cliptrailer doors in the open position, if directed by yard personnel to doso.

At some later time, the (i.e. loaded) trailer in the staging area 130 ishitched to a yard truck/tractor, which, in the present application isarranged as an autonomous vehicle (AV). Thus, when the trailer isdesignated to be unloaded, the AV yard truck is dispatched to its markedparking space in order to retrieve the trailer. As the yard truck backsdown to the trailer, it uses one or multiple mounted (e.g. a standard orcustom, 2D grayscale or color-pixel, image sensor-based) cameras (and/orother associated (typically 3D/range-determining) sensors, such as GPSreceiver(s), radar, LiDAR, stereo vision, time-of-flight cameras,ultrasonic/laser range finders, etc.) to assist in: (i) confirming theidentity of the trailer through reading the trailer number or scanning aQR, bar, or other type of coded identifier; (ii) Aligning the truck'sconnectors with the corresponding trailer receptacles. Such connectorsinclude, but are not limited to, the cab fifth (5th) wheel-to-trailerkingpin, pneumatic lines, and electrical leads. Optionally, during thepull-up and initial alignment period of the AV yard truck to thetrailer, the cameras mounted on the yard truck can also be used toperform a trailer inspection, such as checking for damage, confirmingtire inflation levels, and verifying other safety criteria.

The hitched trailer is hauled by the AV yard truck to an unloading area140 of the facility 124. It is backed into a loading bay in this area,and the opened rear is brought into close proximity with the portal andcargo doors of the facility. Manual and automated techniques are thenemployed to offload the cargo from the trailer for placement within thefacility 124. During unloading, the AV yard truck can remain hitched tothe trailer or can be unhitched so the yard truck is available toperform other tasks. After unloading, the AV yard truck eventuallyremoves the trailer from the unloading area 140 and either returns it tothe staging area 130 or delivers it to a loading area 150 in thefacility 124. The trailer, with rear swing (or other type of door(s))open, is backed into a loading bay and loaded with goods from thefacility 124 using manual and/or automated techniques. The AV yard truckcan again hitch to, and haul, the loaded trailer back to the stagingarea 130 from the loading area 150 for eventual pickup by an OTR truck.Appropriate data tracking and management is undertaken at each step inthe process using sensors on the AV yard truck and/or other manual orautomated data collection devices—for example, terrestrial and/or aerialcamera drones.

Having described a generalized technique for handling trailers within afacility reference is now made to FIGS. 2-4, which show exemplary yardtrucks 200 and 300 for use with the various embodiments describedhereinbelow. The yard truck 200 (FIG. 2) is powered by diesel or anotherinternal combustion fuel, and the yard truck 300 (FIGS. 3 and 4)electricity, using appropriate rechargeable battery assembly that canoperate in a manner known to those of skill. For the purposes of thisdescription, the AV yard truck is powered by rechargeable batteries, butit is contemplated that any other motive power source (or a combinationthereof) can be used to provide mobility to the unit. Notably, the yardtruck 200, 300 of each example respectively includes at least a driver'scab section 210, 310 (which can be omitted in a fully autonomousversion) and steering wheel (along with other manual controls) 212, 412and a chassis 220, 320, 420 containing front steerable wheels 222, 322,and at least one pair of rear, driven wheels 224, 324 (shown herein as adouble-wheel arrangement for greater load-bearing capacity). Therespective chassis 220, 320 also includes a so-called fifth (5^(th))wheel 240, 340, that (with particular reference to the truck 300 inFIGS. 3 and 4) is arranged as a horseshoe-shaped pad 342, 442 with arear-facing slot 344 (FIG. 3), which is sized and arranged to receivethe kingpin hitch (shown and described further below) located at thebottom of a standard trailer (not shown). The fifth wheel 240, 340, 440is shown tilted downwardly in a rearward direction so as to facilitate aramping action when the truck is backed onto the trailer in FIG. 2. InFIG. 4, the fifth wheel 440 is shown raised by a lever arm assembly 442,which, as described below, allows the landing gear of the trailer (whenattached) to clear the ground during hauling by the truck 400. The leverassembly 442 or other fifth wheel-lifting mechanisms can employappropriate hydraulic lifting actuators/mechanisms known to those ofskill so that the hitched trailer is raised at its front end. In thisraised orientation, the hitch between the truck and trailer is secured.

The AV yard truck can include a variety of sensors as describedgenerally above, that allow it to navigate through the yard andhitch-to/unhitch-from a trailer in an autonomous manner that issubstantially or completely free of human intervention. Such lack ofhuman intervention can be with the exception, possibly, of issuing anorder to retrieve or unload a trailer-although such can also be providedby the YMS via the server 120 using a wireless data transmission 160(FIG. 1) to and from the truck (which also includes an appropriatewireless network transceiver—e.g. WiFi-based, etc.).

Notably, the AV yard truck 200, 300 and 400 of FIGS. 2, 3 and 4,respectively, includes an emergency brake pneumatic hose 250, 350, 450(typically red), service brake pneumatic hose 252, 352, 452 (typicallyblue) and an electrical line 254, 354, 454 (often black), that extendfrom the rear of the cab 210, 310, 410 and in this example, aresuspended front the side thereof in a conventional (manually connected)arrangement. This allows for access by yard personnel when connectingand disconnecting the hoses/lines from a trailer during the maneuversdescribed above. The AV yard truck 200, 300, 400 includes a controllerassembly 270, 370 and 470, respectively, shown as a dashed box. Thecontroller 270, 370, 470 can reside at any acceptable location on thetruck, or a variety of locations. The controller 270, 370, 470interconnects with one or more sensors 274, 374, 474, respectively, thatsense and measure the operating environment in the yard, and providesdata 160 to and from the facility (e.g. the YMS, server 120 etc.) via atransceiver. Control of the truck 200, 300, 400 can be implemented in aself-contained manner, entirely within the controller 270, 370, 470whereby the controller receives mission plans and decides on appropriatemaneuvers (e.g. start, stop, turn accelerate, brake, move forward,reverse, etc.). Alternatively, control decisions/functions can bedistributed between the controller and a remote-control computer—e.g.server 120, that computes control operations for the truck and transmitsthem back as data to be operated upon by the truck's local controlsystem. In general, control of the truck's operation, based on a desiredoutcome, can be distributed appropriately between the local controller270, 370, 470 and the facility system server 120.

II. Pneumatic Line Connection Between Yard Truck and Trailer

A. Probe and Receptacle Assemblies

A particular challenge in creating an AV yard truck and trailer system,which is substantially or fully free of human intervention in its groundoperations, is automating the connections/disconnections of such hosesand electrical leads between the truck and the trailer in a manner thatis reliable and accurate. FIGS. 5-8 show a basic arrangement 500consisting of an AV yard truck 502 and trailer 504. The trailer can beconventional in arrangement with additions and/or modifications asdescribed below, which allow it to function in an AV yard environment.The truck 502 and trailer 504, shown hitched together in thisarrangement with at least one connection (e.g. the pneumatic emergencybrake line) 510 to be made. It is common for yard trucks to make onlythe emergency brake connection when hauling trailers around ayard—however it is expressly contemplated that additional connectionscan be made for e.g. the service brakes, as well as the electricalleads. The connection arrangement 510 for a single pneumatic line hereincomprises a receptacle assembly 520, mounted permanently or temporarilyon the front 522 of the trailer 504, and a probe assembly 530 thatextends from the rear face 532 of the truck cab 534. The connectionarrangement 510 in this embodiment provides a positive, sealedpressurized coupling between one of the source pneumatic lines (e.g. theemergency brakes) from the truck to the trailer. Pressure is generatedat the truck side (via a pump, pressure tank, etc.), and delivered tocomponents that drive the trailer brakes when actuated by the truckcontrol system 270, 370.

The receptacle assembly 520 and probe assembly 530 consist ofinterengaging, frustoconical shapes, wherein the probe head 540 ismounted on the end of a semi-rigid hose member 542 (e.g. approximately1.5-4.5 feet), which can be supported by one or more guy wires mountedhigher up on the back of the truck cab. The cone shape is sufficient toallow for a connection between the head 540 and receptacle 520 when thetruck is backed straight onto the trailer. With reference particularlyto FIG. 8, the receptacle of this embodiment is attached directly to thefront face 522 of the trailer 504, and includes a central bore 810 thatextends between a side-mounted port (that can be threaded or otherwiseadapted to interconnect a standard trailer pressure line) and a pressure(e.g. male) quick-disconnect fitting 822. The geometry of such a fittingshould be clear to those of skill. The probe head 540 also include abore 830 that joins to a proximal fitting 832 that couples thesemi-rigid hose member 542 to the head 540. The proximal end of thesemi-rigid hose member 542, in this embodiment, is attached to a base840 affixed to the rear face 532 of the truck cab 534. The location ofthe base 840 is selected to align with the receptacle 520 when thetrailer and truck are in a straight front-to-rear alignment. Asdescribed below, a variety of mechanisms can be employed to align anddirect the head 540 into the receptacle. The base 840 also includes aside port 842 that interconnects with the AV trucks braking pressuresource/circuit, and is selectively pressurized when brakes are actuated.The conical probe head 540 includes, at its distal end, a (e.g. female)quick-disconnect pressure connector 850 that is adapted to sealinglymate with the receptacle connector 822. The probe connector 850 can bearranged to lock onto the receptacle connector 822 when driven axially asufficient distance onto the receptacle connector. The receptacleconnector can include one or more circumferential detents andappropriate internal springs, collars and ball bearings can be used inthe construction of the probe connector to engage the detent(s) andthereby effect this interlocked seal between the connectors 822, 850.Alternatively, or additionally, pneumatic and/or electromechanicallocking mechanisms can be used to lock the connectors together.Unlocking of the connectors 822, 850 during disconnection can beeffected by simply pulling the arrangement apart—thereby overcomingaxial resistance the locking force, activating a pneumatic and/orelectromechanical unlocking mechanism or any other mechanical actionthat allows the mechanism to unlock. The diameter and angle of the probeand receptacle cones are variable. In an embodiment, the ports 812 and842 of the receptacle 520 and probe 540 are connected to hoses that canbe directly tapped into the pneumatic lines on each of the trailer andthe truck. Alternatively, the ports 812, 842 can each be connected tohoses that each include a conventional or modified (described below)glad hand connector. That glad hand interconnects permanently ortemporarily (in the case of the trailer) with the standard pneumaticline glad hand.

The probe 540 and receptacle 520 can be constructed from variety ofmaterials, such as a durable polymer, aluminum alloy, steel or acombination thereof. The connectors 822 and 850 can be constructed frombrass, steel, polymer or a combination thereof. They typically includeone or more (e.g.) O-ring seals constructed from polyurethane or anotherdurable elastomer. The semi-rigid hose 542 can be constructed from apolymer (polyethylene, polypropylene, etc.), or a natural or syntheticrubber with a fiber or steel reinforcing sheath.

As shown briefly in an embodiment in FIG. 8A, the receptacle 860 andprobe 870 (which operate similarly to the probe 540 and receptacle 520described above) can be adapted to include electrical contacts—forexample a plurality of axially spaced-apart concentric rings 880, 882,884 on the outer, conical surface of the probe 870—that make contactwith corresponding rings or contacts 890, 892, 894 on the inner, conicalsurface of the receptacle 860 when the probe and receptacle connectors(862 and 872, shown in phantom) are fully engaged. This can complete theelectrical connection between the trailer electrical components (lights,signals, etc.) and the switched power feeds on the truck. Appropriateplugs and sockets can extend from the probe and receptacle tointerconnect standard truck and trailer electrical leads. Note that avariety of alternate electric connection arrangements can be employed inalternate embodiments in conjunction with, or separate from thepneumatic probe and receptacle.

With reference to the embodiment of FIGS. 8B-8E, a connector/couplingassembly 880 capable of electrical actuation to selectively change itbetween a locked and unlocked state is shown. This assembly 880 can beadapted to interoperate with the probe and receptacle assembliesdescribed above, or other coupling and receiver arrangements, asdescribed in embodiments hereinbelow. The coupling assembly 880 consistsof a male coupling 881, which can be part of a receiver or probe asappropriate. In this embodiment, it comprises a conventional (e.g.)½-inch NPT, threaded pipe, airline quick-disconnect fitting with one ormore, unitary, annular locking trough 882. The trough 882 can define asemicircular cross section shape. The female portion of the overallassembly 880, adapted to releasably connect and lock-to, the malefitting 881 is formed as a sliding quick-disconnect fitting as well. Inthis embodiment, the inner sleeve 884 is sized to slide over the malefitting 881 when coupled together. A set of circumferential (e.g.) ballbearings 885 reside in holes 886 formed about the circumference of thesleeve 884. The ball bearings 885 are sized to engage the trough 882when fully seated in the sleeve's circumferential holes 886. Thus, thisforms a locking engagement. A spring 887 resides behind the inner sleeve884. The ball bearings 885 are forced into the engaged position when anoverlying, iron or steel (magnetic) sleeve 888 is located fully forwardagainst a front shoulder 889 on the inner sleeve 884 (see FIG. 8E). Thislocking bias is provided by the spring, which also bears on a rear pipefitting 891. In this position, the inner surface of the magnetic sleeve888 is arranged to force the balls 884 inwardly against the mailfitting's trough 882. Thus, a positive lock between male and femalecomponents is formed. An O-ring seal 890, which is part of the femalecoupling seals this locked arrangement against air leakage (and therebyallows a pressurized connection to form).

Notably, an outer annular (or other shape) sleeve 892 comprises anelectromagnetic coil (e.g.) a solenoid. This coil, when energized forcesthe magnetic sleeve 888 axially rearwardly (against the bias of thespring 887), and places the ball bearings 885 in alignment with anannular trough 893 within the front, inner surface of the magneticsleeve 888. This trough allows the ball bearings 885 to float radiallyoutwardly from the holes 886 sufficiently to disengage them from themale fitting trough 882, thereby allowing axial movement of the malefitting relative to the female coupling. This unlocked state is shown inFIGS. 8C and 8D.

In operation, an electrical current is delivered to the outersleeve/solenoid 892 via a relay or other switch that receives a signalfrom (e.g. the AV yard truck controller). An onboard battery (not shown)of sufficient power can be included in the female coupling assembly.Alternatively, power can be supplied by the AV Yard truck's electricalsystem. The magnetic sleeve, thus, moves axially rearwardly as shown inFIG. 8C. This position allows the ball bearings 885 to move radiallyinwardly as the make fitting move axially inwardly relative to the innersleeve 884 (shown in FIG. 8D). During this step, the outersleeve/solenoid 892 remains energized by the switch and battery. Oncefully engaged, the switch disconnects the battery and the spring 887drives the magnetic sleeve forwardly (as it is now free of bias by themagnetic solenoid). The ball bearings 885, thus encounter thenon-indented part of the magnetic sleeve's (884) inner surface and aredriven radially into the male fitting's trough 882, thereby forming asealed lock as shown in FIG. 8E.

Disconnection of the male fitting 881 occurs when the outersleeve/solenoid 892 is again energized by the switch/battery (typicallybased on a signal from the controller). In various embodiments, the malefitting 881, inner sleeve 884 and rear base fitting 891 can beconstructed from a non-magnetic material, such as a durable polymer,brass, aluminum, titanium, nickel, etc. It should also be clear to thoseof skill that a range of variations of the assembly of FIGS. 8B-8E canbe implemented, in which (e.g.) the solenoid is normally locked and thespring causes an unlocked state, the arrangement of components can bevaried, etc. In an embodiment, the male fitting (which is not energized)can be part of the trailer's receptacle and the female coupling (whichis energized) can be part of the AV yard truck's pneumatic line. Hence,the female coupling is brought into engagement with the male fitting byone of the various techniques described herein (e.g. a robotic arm,manipulator, framework, etc.).

B. Reel-Connected Probe

Reference is now made to FIGS. 9 and 10 that show an arrangement 900having a pneumatic connection 930 for use with an AV yard truck 910 andtrailer 920 according to another embodiment, in which the probe assembly940 is attached to a reel or spool 942. This arrangement recognizes thatthe trailer front face 922 often moves away from the cab rear face 912during turns (i.e. where the kingpin pivots on dashed-line axis 924about the fifth wheel 914). This condition is also shown in FIG. 6,where the receptacle 520 is spaced at a significant distance from theprobe 540. To address the variability of spacing between the receptacle950 and probe 940 (of the present embodiment of FIGS. 9 and 10) duringturning motion, and more generally deal with shifting of positionbetween the truck and trailer, the probe 940 is mounted on a semi-rigidtube 944, that is (in this embodiment) free of any air conduit. Theillustrative, frustoconical probe 940 includes a side port 1020 (FIG.10) that routes air to the (e.g. female) pressure connector 1030 at theprobe's proximal end. The probe side port 1020 interconnects to thetruck pressure line in a manner similar to that described above forprobe 540. This connector and the associated receptacle (950) componentsare otherwise similar to the embodiment of FIGS. 5-8 described above andinterconnection is made according to a similar operation. That is, thetruck is backed into the trailer with the probe 940 and receptacle 950in relatively straight-line alignment. Then, the probe 940 is guidedinto the receptacle 950 by interengagement between respectivefrustoconical surfaces until a positive lock between associated pressureconnectors occurs. As in the embodiment of FIGS. 5-8, the rigidity ofthe semi-rigid tube 944 is sufficient to prevent buckling as theconnectors are biased together to create a lock. Once locked, as theprobe 940 is tensioned by movement of the trailer 920 relative to thetruck 910, the tension is relieved by paying out a cable from the spool942 that is attached to the proximal end of the tube 944. The spool 942can be spring-loaded so that it maintains a mild tension on the tube944, and associated probe head, at all times. The hose attached from thepneumatic source to the probe side port 1020 can be flexible (e.g.contain spring coils as shown generally in FIG. 2), or can otherwiseabsorb stretching and contraction. Note that the proximal end of thetube includes a (positive) frustoconical end member 1040 that mates witha (negative) frustoconical receiver 1050 on the spool 942. This assemblyforms a backstop for the tube 944 when the probe head is biased into thereceptacle 950 and ensures that the spool cable 1032, when fullyretracted, draws the cable fully back into the spool 942, free of anykinks near the base of the tube 944. The spool can be constructed in avariety of ways, such as a wrapped/wound clockwork-style spring, andappropriate gearing to generate a predetermined torque over apredetermined number of revolutions (which should be clear to those ofskill). The spool 942 can alternatively be motorized, paying out cableand drawing it in, based on prevailing tension. In this embodiment, thespool 942 acts as both a cable (1032) winding device, and a base for theprobe assembly 940 in a single unit. Note the cable spool can be acommercially available component. In addition, the pressure connectorscan be commercially available components, such as those used in standardpneumatic hose applications.

This arrangement 1100 is further detailed in the embodiment of FIGS. 11and 12, in which the trailer 1110 contains a receptacle (not shown) asdescribed above or in accordance with another embodiment (describedbelow), and the truck 1120 contains the probe assembly 1130 that isadapted to removably engage the receptacle as described above. The head1132 of the probe assembly 1130 includes a side-mounted pressure portand associated hose 1140 (e.g. an emergency brake pneumatic line fromthe truck's (1120) conventional outlet 1142 for such). The probe head1132 is mounted on a semi-rigid tube 1150, as described above, with a(positive) frustoconical end member 1220, which is adapted to seat in aconforming, (negative) frustoconical receiver 1230, as also describedabove. The receiver is permanently, or temporarily, affixed to the rearface of the truck 1120. The end member 1220 provides an anchor for atension cable 1240, and that cable 1240 extends through the receiver1230 to an external spring-wound spool 1250. The spool exerts a mildtension on the probe assembly 1130 in a manner described above. Thespool 1250 can be constructed by any acceptable technique and can be acommercially available component. The spool 1250 is also affixed to theface of the truck at an appropriate location. A chase that allows thecable 1240 to pass from the receiver to the spool 1250 can be provided(e.g. a gap 1260).

C. Removable Receptacle Assemblies/Alternate Pressure Connections

FIGS. 13, 14 and 14A show and arrangement 1300, consisting of aremovable receptacle assembly 1310 that is mounted variably on the frontface 1320 of the trailer 1330. As shown, a clamping assembly, or otherform of mounting bracket 1350, can be temporarily or permanently fixedto the trailer in a manner that locates the receptacle (in this example,a frustoconical shape) 1310 at a position on the front face 1320 of thetrailer 1330. In an operational embodiment, the clamping assembly 1350can be attached at the guard shack (110 in FIG. 1), at the desiredlocation, so as to provide the needed autonomously operable pneumaticconnection. As part of the attachment, a pneumatic hose (dashed line1360) can be attached to a conventional port 1370 of the trailer 1330.The pneumatic circuit can direct to the port 1370 from a continuous hoseextending from the receptacle 1310, or via an intermediate connection(represented as box 1380) between a separate (conventional) trailerpneumatic hose and a receptacle hose. The intermediate connection 1380can be accomplished using e.g. a conventional or customized glad handconnector arrangement. A modified glad hand arrangement is described infurther detail (FIGS. 23-25 below).

As shown further in FIG. 14A, a male, quick-disconnect-style fitting1420 (for example, similar or identical to fitting 881 in FIG. 8B) isshown located coaxially within the cylindrical or frustoconical well1432 of a receiver housing 1430. The receiver housing 1430 can beconstructed from a variety of materials, such as aluminum alloy, steel,polymer, or combination of materials. The housing can be adapted to besecured directly to the trailer body (e.g. along the front face asdescribed above) or using a mounting plate assembly, as describedhereinbelow (see, for example, FIGS. 18-22). The fitting 1820 can beconnected directly, or via a port arrangement within the housing, to atrailer pneumatic line 1440—for example, an emergency brake line. Avalve knob 1442 or other pressure regulating system (e.g. a safetyvalve) can be integrated in the housing port system. A variety ofattachments, brackets, accessory mounts, switches, can be applied to thereceiver housing 1430, represented generally by the handle 1446, whichcan reside in a threaded well or other structure.

With further reference to FIGS. 15 and 16, the clamping assembly 1350can consist of a plate 1510 that slides (double-arrow 1522) along a bar1520, and can be locked relative to the bar using any appropriatemechanism—e.g. a pinch, clamp, turn screw, etc. The bar 1520 terminatesin an upright post or hook 1530 located at a rearmost end of the bar1520. Note that the receptacle in this embodiment can be similar tothose described above, containing an internal pressure connector for usewith a probe head of appropriate design. Alternatively, the receptaclecan be adapted to receive an alternate form of connector, such as thatshown in FIG. 17. The post/hook 1530 is adapted to extend upwardly intoa slot, step or hole 1610 at the bottom 1390 of the trailer 1330. Thepost/hook engages a front edge of the slot/step/hole 1610 as shown (FIG.16) when the clamp is tightened, with the plate 1510 engaged against thefront face 1320 of the trailer 1330. In this manner, the plate 1510 andassociated receptacle (1310) are firmly attached in a desired positionto the trailer front face when located in the yard. The clampingarrangement 1350 can be detached from the trailer 1330 at (e.g.) theguard shack as the trailer is placed into storage, exits the yard, or ishitched to an OTR truck, with conventional connections made to thetrailer's pneumatic lines and electrical leads by the truck. The plate1510 can include a frictional backing (e.g. a silicone, rubber orneoprene layer/sheet) to avoid marring the surface of the trailer and toresist shifting once clamped.

As discussed above, the clamped, or otherwise affixed, receptacle canemploy a quick-disconnect-style pressure connector (see, for exampleFIGS. 8B-8E, above), or an alternate arrangement can be employed. Asshown in the arrangement 1700 of FIG. 17, the probe assembly 1710 candefine a (positive) frustoconical probe head 1720 constructed from anappropriate material (e.g. metal, polymer, etc.), as described generallyabove, that mates with a (negative) frustoconical receptacle 1730, withan internal geometry that accommodates an expanding, inflatable lockingring 1722, located at the proximal end of the probe head 1720. Whenpressure is applied (either tapping the pressure of the pneumatic lineor a separate pressure source that is switched on during connection),the ring 1722 expands to bear against (e.g.) an annular shoulder 1740 ofthe receptacle to sealably lock the probe and receptacle together. Inthis manner, the arrangement resists pull-out and defines a gas-tightpressure seal. Additional internal pressure connectors can be providedin this arrangement with or without (free-of) a quick-disconnect lockingmechanism.

Note that the pressure connection in any of the embodiments herein canalso be sealably locked and unlocked using appropriate motorized and/orsolenoid operated actuators.

Reference is made to FIGS. 18-22, which show a further embodiment of adetachable receptacle, or other form of removable connection between thetruck pneumatic line(s) and the trailer's (2100 in FIG. 21) pneumaticlines, and optionally, its electrical leads (not shown). Note that thisarrangement 1800 can be used to carry a plurality ofreceptacles/connectors for both pneumatic pressure and electricity. Inthe present embodiment, a single receptacle 2110 is mounted on the plate1810 of the arrangement 1800, with a single side-mounted port 2210 (theclose-up depiction 2200 of FIG. 22) to interconnect with an air hose ofthe trailer (e.g.) braking system via a standard/conventional port andhose. The plate can be constructed from any acceptable material, such asa metal (e.g. aluminum, steel, etc.), polymer (e.g. polycarbonate,acrylic, PET, POM, etc.), composite (e.g. fiberglass, carbon fiber,aramid fiber, etc.), or a combination of materials. In an exemplaryembodiment, the plate includes an upper, semi-circular extension 1820and a lower rectangular base 1830. The plate's upper extension 1820 andbase 1830 are shaped in one of a variety of possible geometries. Theupper extension is shaped and sized to accommodate the receptacle (orother connector), which can be mounted to it by adhesives, fasteners,clamps, and/or other attachment mechanisms. The rectangular base 1830 issized in width WB sufficiently to allow placement of the clampassemblies 1840 in appropriate slots 2120 that are typically locatednear the front face 2140 of the trailer bottom 2130. In an embodiment,the width WB of the base 1830 can be between approximately 1 and 2 feet,although a smaller or larger dimension can be defined in alternateembodiment.

The clamp assemblies 1840 are each mounted at an appropriate widthwiselocation on the base 1830 of the plate 1810, riding within horizontalslots 1850. The clamp assemblies each include a bar 1842 upon which aclamp member 1844 slides. The clamp members 1844 are in the form ofconventional bar clamps that progress along a clamping direction (arrow1846), as the user repetitively squeezes a grip 1848. Clamping pressureis released and the clamps can be moved opposite arrows 1846 to a moreopen state by toggling releases 1850. The bars include a hook or post1852 that engages the slot 2120 in the trailer bottom 2130. The upperportion of each clamp member 1844 includes a flange 1854 thatinterengages a bolt 1858 on a lateral adjustment plate 1860 that bearsagainst an opposing side of the plate 1810 when the flange 1854 issecured to the plate as shown. The 1858 bolt of the lateral adjustmentplate 1860 passes through the slot 1850 in the plate 1810, and issecured to the flange 1854 by a nut 1864. The nut can be (e.g.) astandard hex nut, wing nut or threaded lever (for ease of attachment).The lateral adjustment plate 1860 also includes at least four pegs 1866,which surround the bolt 1858. These pegs are adapted to seat in holes1870 located above and below each slot 1850 on the plate 1810. In thismanner the clamp members 1844, of the corresponding assemblies 1840, canbe adjusted and secured laterally (horizontally) along the plate 1810 sothat each post/hook 1852 is located appropriately to engage a slot 2120in the trailer bottom 2130. The back of the plate 1810 can include anelastomeric (e.g. neoprene, rubber, foam) backing 1910, which resistssliding friction when the plate 1810 is clamped securely to the trailerfront face 2140 and protects the face 2140 form marring and scratching.The backing 1910 can include cutouts 2030, which allow the clampassemblies 1840 to be adjusted along respective plate slots 1850.

In an alternate embodiment, the forward extension of the rods ismitigated by attaching the plate directly to the forward ends of eachrod and providing a separate grippable clamp member that engages thefront face of the trailer separately. In such an arrangement, the platefloats forward for the trailer face. Other arrangements in which a clampengages slots on the trailer bottom and thereby secures an upright platecontaining a connector are also expressly contemplated.

In an alternate embodiment, the receiving receptacle/receiver on thetrailer can be mounted in a preferred available location on the frontface of the trailer by the use of (e.g.) fasteners—such as aninterengaging fabric sheet and/or tape fastener, including but notlimited to, industrial grade hook-and-loop tape/sheet and/or Dual-Lock′recloseable fasteners (available from 3M Corporation of Minneapolis,Minn.), or similar mechanisms, as a removably attached device whenonsite (or permanently affixed). In an embodiment, the receivingreceptacle is also marked with an identifying bordering pattern that theassociated ranging/locating software can use to orient the robotic armthat removably carries the AV yard truck's connector/probe/coupling arm,and align this coupling device.

For purposes of other sections of this description, the depiction of thetrailer 2100 in FIG. 21 is now further described, by way of non-limitingexample. The trailer rear 2150 can include swinging or rollingdoors—among other types (not shown). An underride protection structure2160 is provided beneath the rear of the body. A set of wheels 2172—inthe form of a bogey arrangement 2170 is shown adjacent to the rear 2150.A movable landing gear assembly 2180 is provided further forward on thetrailer bottom 2130. The kingpin 2190 is also depicted near the frontface 2140 along the bottom 2130.

D. Modified Glad Hand Connector and Uses

FIGS. 23-25 depict a modified glad hand connector 2300 for use invarious embodiments of the pneumatic connection arrangement herein. Ingeneral, the glad hand is modified to clamp so as to enable automaticconnection to a stock fitted trailer, with a uniformly acceptedglad-hand. This allows the vast majority of trailers currently on theroad, regardless of model/brand, to avoid the need of a specialtyretrofit in order to integrate with an AV yard truck as describedherein, and its automated trailer attachment systems. The modifiedclamp, compatible with conventional glad hands, comprises a base 2310with a rubber grommet 2320, which can optionally include a hollowcentral cone (dashed member 2322) protruding from the standard rubbergrommet 2320 (to insert, and assist in glad-hand alignment, as well asallow the passage of air). The cone can be omitted in alternateembodiments and a conventional grommet geometry or another modifiedgeometry—for example, a pronounced profile that compresses more whenengaging an opposing glad hand grommet.

A thumb-like clamp (or “thumb”) 2330 is provided on a pivoting clevis2332 (double arrow 2334) at the inlet port 2340 of the modified gladhand 2300, to pivot toward the grommet 2320 when locked and pivot awayfrom the grommet 2320 when released. As shown particularly in FIG. 25,the modified glad hand 2300 is interconnected with a standard glad handfitting 2500, for example, part of the trailer pneumatic system. Asshown, the thumb 2330 compresses on the top 2510 of the standard gladhand 2500 while the conventional turn-locked locking shoulder 2530 isunused, as such is omitted from the modified glad hand. Rather, in thisembodiment, the seal between opposing glad hand grommets is secured bythe pressurable engagement of the thumb 2330. The thumb 2330 is, itself,actuated between an engaged position (as shown) and a released position(not shown, but pivoted out of engagement with the standard glad hand)by an appropriate rotational driving mechanism—for example, adirect-drive or geared rotary solenoid and/or stepper motor 2350, thatcan include position locks or a rotational pneumatic actuator.Alternatively, a linear actuator, or other force-translation mechanism,can be employed with appropriate links, gearing etc. The actuator 2350receives signals from an appropriate controller within the vehicle'soverall control system when a connection is to be made or released.

In a further embodiment, the glad hand body (or a portion thereof) canbe magnetized or provided with (e.g. powerful rare-earth) magnets,thereby allowing for magnetically assisted alignment and a positivepressure seal with the trailer glad hand. Such magnetic connection canalso be used to assist in connection and alignment of other types ofconnectors, such as the above-described probe and receptacle connectorassemblies.

In various embodiment, the modified glad hand can be used tointerconnect directly from the AV yard truck's pneumatic system to thatof the autonomously hitched/unhitched trailer. A variety of mechanismscan be used to perform this operation. Likewise, the connectiondescribed above, or another form of connection can be used with anappropriate guiding mechanism/system that can be integrated with varioussensor or the rear face of the truck (e.g. cameras, LiDAR, radar, etc.).

In any of the embodiments described herein, it is contemplated that thereceptacle can be arranged to coexist with conventional (e.g. glad hand)connectors and/or electrical connectors. A Y-connector (not shown), canbe arranged to route to the receptacle(s) and to conventional trailerconnectors—e.g. standard or custom glad hands that integrate with theconventional air system on (e.g.) an OTR truck or conventional yardtruck. The Y-connector can include appropriate valves and venting sothat it seals when needed, but allows escape of air to depressurize thesystem as appropriate. Battery powered or electrical-system-connectedair valves (e.g. linear or rotary solenoid driven valves) ofconventional design can be employed. This allows the receptacle assemblyto act as a true retrofit kit, that can be mounted upon and stay withthe trailer after it leaves the yard, or can be mounted offsite—forexample, for trailers that will frequent the automated facility of thepresent embodiments.

E. Automated Guidance of Trailer Pneumatic and Electrical Connectors

Reference is made to FIG. 26, which shows an AV yard truck 2600 having aconventional chassis bed 2610 with a fifth wheel 2612, and a cab 2620 infront of the chassis bed 2610. The area 2630 in front of the fifth wheel2612 has sufficient space (between the rear face 2622 of the cab 2620and the front face of a hitched trailer (not shown)) to accommodate arobotic framework 2640. In this exemplary embodiment, the framework 2640consists of an upright post 2642 that is secured to the chassis bed 2610at an appropriate location (for example offset to the left side asshown). The post 2642 can be secured in a variety of ways that ensuresstability of the robotic framework 2640—for example, a bolted flange2644 as shown. The upright post 2642 provides a track for a horizontalbar 2646 to move vertically (double-arrow 2648) therealong. Motion canbe provided by drive screws, rack and pinion systems, linear motors, orany appropriate electrical and/or pneumatic mechanism that allowsdisplacement over a predetermined distance (for example, approximately1-2 feet in each direction). The horizontal bar 2646 could also supporta rearwardly directed telescoping arm 2650 so that it can move(double-arrow 2652) horizontally/laterally from left to right (withrespect to the truck 2600). The arm can move (double-arrow 2654)horizontally from front-to-rear using a variety of mechanisms thatshould be clear to those of skill, thereby placing an end effector 2656(“coupling device”) at precise x, y, z-axis coordinates (axis 2660)within a predetermined range of motion. The end effector can carry amodified glad hand or probe head as described above for attachment tothe trailer glad hand or (e.g.) receptacle. The end-effector-mountedcoupling device 2658 has a side-ported pneumatic hose 2662, that is,itself, linked to the vehicle port 2664 on the rear face 2622 of the cab2620. That is, the end effector 2656 is moved via the controller 2670,which receives inputs from sensors 2672 of the type(s) and function(s)described above (camera, laser rangefinder, etc.). These sensorsdetermine the position in 3D space of the trailer connector when present(e.g. after hitching is complete).

In operation, using the robotic framework 2640, the alignment of thetelescoping end effector 2656, and associated connector 2658 (e.g. themodified glad hand clamp) is directed, in part, by sensors 2672 in theform of 2D or 3D cameras. However, more detailed information of thetrailer type and precise receptacle location can also be read off of thetrailer (e.g.) using a QR/Bar or other appropriate, scannable ID code,RFID or other data-presentation system. This embedded value can providea precise x, y, z-coordinate location of the receptacle and optionallythe rotations, Ox, Oy and Oz, about the respective x, y and z axes. Inan embodiment, the location can be computed in relation to a fixedpoint, such as the code sticker itself, kingpin, trailer body edgeand/or corner, etc. In another embodiment, the receiving connector issurrounded by a specific pattern of passive reflective stickers that canbe used to home in on the specific location of the receiving connector.

As described above, a conventional or custom passive or active RFIDsticker/transponder, or another trackable signaling device can be placeddirectly on the trailer connector (e.g. glad hand), to assist the endeffector 2656 in delivering the connector(s) 2658 precisely to thealignment position. The sticker can either be placed at the time of theguard shack check-in, or by the driver, as the OTR connectors aredisengaged.

Another embodiment of a robotic manipulator 2670, mounted on the rear ofan AV yard truck 2660, is shown in FIG. 26A. This manipulator, 2670,also adapted to handle the AV yard truck's service connector (e.g.emergency brake pneumatic line connector) and defines three orthogonalaxes of motion. It consists of a horizontal, base linear actuator ormotor 2672, arranged to carry a shuttle 2674 forwardly and rearwardly asufficient distance to reach the receiver on the trailer (not shown) ina rearward orientation and clear the trailer's swing motion in a forwardlocation (e.g. at least approximately 1-4 feet of motion in a typicalimplementation). The shuttle 2674 supports a perpendicular linear motor2676 that moves a third, orthogonally arranged horizontal linear motor2678 upwardly and downwardly (vertically, e.g. approximately 1-3 feet).The third motor 2678 includes a mounting plate 2680 that can hold agripper or other hand assembly that can move in one or more degrees offreedom (e.g. 1-3 feet) and selectively grip the service connector forinsertion into the trailer receiver/coupling. The linear motors can beeffectuated by a variety of techniques. For example, each can include astepper or servo motor 2682 at one end, that drives a lead screw. Othermechanisms, such as a rack and pinion system can be used in alternatearrangements. As with other manipulators herein, the range of motion foreach axis or degree of freedom is sufficient to ensure that duringtransit of the truck, the robot does not interfere with normaloperation, including swing of the trailer during turning, and also toensure that the hand or end effector of the robot can reach and insert acarried connector/coupling into an appropriate receiver/receptacle onthe trailer during hitching and hook-up.

FIG. 27 depicts an AV yard truck 2700 with automated connection system2710 according to another embodiment. This system 2710 employs aU-shaped frame 2720 with opposing uprights 2722 on each of opposingsides of the cab rear face 2730, and a base bar 2724 mounted to thechassis 2732. The uprights 2722 each carry a gear rack that is engagedby a servo or stepper driven pinion on each of opposing sides of a crossbar 2740. The cross bar 2740 moves upwardly and downwardly (vertically,as shown by double-arrow 2742) based on control inputs from a controller2750 that receives position information on the trailer connector basedon rear-facing, cab mounted cameras 2752, and/or other appropriatesensor type(s). A telescoping arm 2760, with appropriate end effector2764 (and/or directly arm-attached connector/glad hand), moves laterally(horizontally, as shown by double-arrow 2762) based on the controllerusing (e.g.) a leadscrew drive, linear motor or rack and pinion system.Telescoping is provided by another motor or actuation system that shouldbe clear to those of skill, thereby providing at least three (3) degreesof freedom of motion. The end effector 2764 can, optionally, includearticulated joints, knuckles and/or other powered/movable structuresclear to those of skill (in both this embodiment and the embodiment ofFIG. 26). The framework system 2710 can be custom-built, orfully/partially based upon an existing, commercially available system,such as a printing servo frame.

With brief reference to FIG. 28, an automated connection arrangement2800 can comprise a multi-axis robot 2810, available from a commercialsupplier, (or custom built), and adapted to outside/extreme environmentsas appropriate. The design and function of such a robot should be clearto those of skill. In general, the robot 2810 is mounted to the chassis,behind the truck cab 2822. It communicates with a controller 2830, whichreceives inputs from one or more sensor(s) 2832. As described above, thesensors 2832 can be used to identify both the trailer connector and itsassociated 3D location and the 3D location of the end effector 2840, andthe associated connector 2842, which is carried by that end effector.The connector 2842 is shown connected to a hose 2844, that is, likewise,connected to the truck pneumatic and/or electric system. The endeffector is a distal part of fully articulated (e.g. 5 or 6-axis) robotarm 2850 and base 2852. It is served (i.e. it is guided using sensoryfeedback) by commands from the controller 2830. Where 2D or 3D camerasensors are employed (in any of the embodiments herein), they can beconnected to a vision system 2860. A variety of commercially availablevision systems can be employed—typically operating based on patternrecognition, and trained on model (e.g.) 3D data. Such systems areavailable from a variety of vendors, such as Cognex Corporation ofNatick, Mass. These systems include modules for robot control.

Using a fully-articulated, multi-axis robot can enable the connector2842 to be either modified or conventional (e.g. a standardrotation-locked glad hand). In the case of a conventional connector, therobot 2810 can be trained to move the end effector containing theconnector along its several axes, in which the robot arm 2850 and base2852 is trained to align and rotate the (e.g.) glad hand into a securelylocked/sealed position during connection, and to counter-rotate/unlockthe glad hand during disconnection.

FIGS. 28A-28C depict an automated connection arrangement 2860 accordingto another embodiment. The arrangement 2860 consists of a horizontally,left-right, positioned linear actuator or screw-drive base 2862 (as alsodescribed generally above-see, for example, FIG. 26A) with a baseplate2863 mounted to the actuator/screw-drive 2862, allowing for lateralmovement (double arrow 2864) across the back of the truck 2865 (e.g.approximately 1-3 feet). Attached to the baseplate 2863 is a largehydraulic or pneumatic piston 2866, with an articulating end-effector(also termed a “hand”) 2867, shown holding onto a releasable couplingassembly 2868 (see, for example the female portion of the connector 880in FIGS. 8B-8E above), which can remain connected to the trailerreceiver after the end-effector/hand 2867 has been retracted. Alsoassociated with the coupling 2868 is a side-ported pneumatic line/hose2869 that connects back to the main AV yard truck air-system. Routedwith the pneumatic line 2869 is electrical power, used to operate anactuation device on the air-connection device (e.g. solenoid sleeve 892in FIGS. 8b -8E), as well as to optionally connect electrical power tothe trailer 2870 (as described above—see for example, FIG. 8A). Inaddition to the large piston 2866 that is primarily used to selectivelyextend (e.g. 1-4 feet) the end effector 2867 out toward the trailer 2870and retract the end effector away from the trailer 2870 (double-arrow2871), there is a smaller hydraulic or pneumatic piston 2872 that ispivotally affixed to both the baseplate, and as the belly side of thelarge piston 2866. Motion (double-arrow 2873, 3-9 in) of this smallerpiston 2872 is responsible for allowing the entire arrangement to moveup/down by inducing rotation about a base pivot 2874. More particularly,the motions of three discrete actuators is coordinated to allow the endeffector 2867 and its gripped connector 2868 to move in two orthogonaldirections—vertically (double-arrow 2880 and horizontally(forwardly/rearwardly—double-arrow 2878). That is, as the large/mainpiston 2871 strobes inwardly and outwardly, and appropriate height ismaintained by changing the position of the smaller piston 2872 (whichalso has a smaller effect on front-to-rear position). A rotary actuator2880 changes the relative angle (double-curved-arrow 2881) of the endeffector 2867 so that the gripped connector 2868 remains horizontallyaligned (level) with the trailer receiver 1430 (described above). Thatis, as the smaller piston 2872 changes the angle of the larger piston2866 relative to the truck, the rotary actuator re-levels the endeffector. Appropriate motion sensors, accelerometers, gyros and otherposition/attitude sensors can be employed to maintain level. Suchsensors can be located on the end effector and/or elsewhere on thearrangement 2860. Alternatively, or additionally, using stepper motors,differential controllers, etc., the angular orientation of the endeffector 2867 can be computed based on the relative positions of the twopistons 2866, 2872, and the rotary actuator 2880 can be adjusted tolevel the end effector 2867 (in a manner clear to those of skill).

In an embodiment, a camera 2882 and ranging device 2884 of conventionalor custom design are mounted on top of (or at another location on) theend effector. These components are interconnected via wires orwirelessly to a processor (e.g. the AV yard truck controller 2886, or amodule thereof), which operates a vision system to assist incoupler/receiver alignment (as described above). Ranging and alignmentare also assisted by any of the previously mentioned optional componentsor arrangements above (e.g. reference position to known location,reflective patterned stickers, etc.).

In operation, the arrangement 2860 of FIGS. 28A-28C, initiates functionafter the AV yard truck 2865 hitches to the trailer 2870 under operationof the controller 2886. The controller (or another processor/module)2886 then instructs the end effector 2867, which is gripping the coupler2868 to move from a retracted position toward the receiver 1430 on thetrailer. The camera 2884 and range finder 2882 acquire the receiver 1430using a variety of techniques as described above. Other cameras on thetruck rear face 2888 can also assist in locating the receiver asappropriate. The controller 2886, or a localized motion module/processoron the arrangement 2860 servos the linear motor 2862 to laterally(side-to-side) align the end effector 2867 and coupler 2868 with thereceiver. Subsequently, or concurrently, the large and small pistons2866 and 2872 are stroked (large piston outwardly and small pistoninwardly) while the rotary actuator 2880 rotates to maintain a levelangle, thereby bringing the coupler 2868 into engagement with thereceiver 1430. After engagement, the electronic locking solenoid in thecoupler de-energizes and causes the (e.g. female) quick disconnectfitting to springably lock onto the receiver (e.g. male) fitting. Theend effector 2867 then releases and the arrangement returns to aretracted location on the truck chassis rear—out of interfering contactwith the trailer. The connection is made only by the flexible pneumaticline 2869, which can bend and stretch freely as the trailer swingsrelative to the truck during normal driving motion.

Disconnection of the coupled connectors 1430, 2868 is the approximatereverse of connection, as described above. That is, the end effectormoves back into engagement with the coupler 2868 and grips it. Thesolenoid in the coupler energizes, allowing for unlocking from thefitting in the receiver. The pistons 2866, 2872 and rotary actuator 2880move in a coordinated manner to withdraw the coupler and move it to aneutral (retracted) location. The linear actuator 2862 can also move toa neutral location as appropriate. The trailer is then unhitched in amanner described above.

III. AV Yard Truck Operation

Further to the general operation of an AV yard truck as described above,once the designated trailer has been successfully secured/hitched to theAV yard truck (pneumatic line(s), optional electrical connections, andkingpin), the fifth wheel is raised by operation of the controller, inorder to clear the landing gear off the ground, and the trailer is thenhauled away. Reference is made to the block diagram of FIG. 29, showingan arrangement 2900 of functions and operational components for use inperforming the steps described above—particularly in connection with thehitching of a trailer to the AV yard truck. As shown, theprocessor/controller 2910 coordinates operation of the various functionsand components. The AV yard truck is instructed to drive to, and backinto, a slip containing the trailer. This movement can be based on localor global navigation resources—such as satellite based GPS and/oryard-based radio frequency (RF) beacons 2920. Once within optical range,the camera(s) and/or other sensors (e.g. RF/RFID-based) 2930 cantransmit images of the trailer to the vision system process(or) 2912,locating the trailer's receptacle or similar connector. As thereceptacle/connector is identified, the truck and/or manipulator (e.g.robotic framework, robot arm, etc.) 2940 can be servoed by the visionsystem to attempt to align the end effector and associated truckprobe/connector with the trailer receptacle/connector. This can includea variety of motion commands (denoted “cmd”), including moving theframework/arm left 2942, right 2944, up 2946 and down 2948, andextending/retracting 2950 the (e.g.) telescoping arm/member of the robotmanipulator to move the truck probe/connector a desired 3D location andimpart a required attachment motion i.e. insertion of a probe into thereceptacle. Appropriate knowledge (denoted as “pos-meas” of current armposition (e.g. counting stepper motor/encoder steps, providing servofeedback and/or using visual tracking via a guidance camera assembly)can be returned to the processor 2910 as the arm components move. Thearm can be released (block 2952) at this time so the connection betweenthe truck and trailer pneumatics (and optionally, electrics) is able toflex as the vehicle turns. Once connected, the pneumatic pressure of thetruck is switched on (block 2960) by the controller. The controller alsothen lifts the fifth wheel when using appropriate hydraulic/pneumatic(more generally, “fluid” herein) pressure actuators on the truck toraise the trailer landing gear out of engagement with a ground surfaceand allow it to be hauled to another location in the yard.

IV. Additional AV Yard Truck Devices and Operations

A. Secondary Pressure Source

In order to simplify yard truck to trailer connection for the largevariations in service connection locations that exist, one option is toproduce adapter connectors that could be applied to any configuration,producing a universal connection location on any trailer. This connectorcan be provided and/or connected at the guardhouse, or by the driverduring OTR disconnection. In addition, a provided glad-hand to universalconnection air-line adapter's could be connected to the trailer'sexisting glad-hand system by the OTR driver, during disconnection. Thiscan allow for a variety of options, more suitable for AV truckconnection, to be accomplished. Also, in addition to the universaladapter, the system can include a cone that shrouds the universalconnector and allows for a reduction in the need for accuracy ofalignment. The cone can physically assist in the guiding and alignmentof the service line connection.

To avoid the need for any service (pneumatic, etc.) connection from AVyard truck to trailer, in an alternate arrangement, a compressor orpre-compressed air tank can be secured to the trailer (e.g. at theguardhouse, or by the driver, during OTR disconnection). The pressurizedair can be capable of releasing the emergency brakes of the trailer viaa (e.g. RF) signal (from the AV yard truck), or a physically closedcontact occurring during the kingpin hookup of the AV yard truck thatsenses that the trailer is now hitched to the truck. This system canthen be removed when the trailer exits the yard via the guard shack. Asneeded, the tank can be recharged for future reuse by a compressorsystem within the yard.

B. Automated ‘Tug-Test’

A truck tug-test is a mechanism by which the fifth-wheel connection of atruck to its trailer is confirmed by placing the truck into a forwardgear and pulling against the trailer while the trailer's brakes arestill engaged. If the truck encounters strong resistance, this provesthat the fifth wheel engagement has been successful.

From a safety standpoint, it is desirable that this same tug-test beemployed by an autonomous (e.g. AV yard) truck. With reference to theprocedure 3000 of FIG. 30, the autonomous truck tug-test procedure 3000assumes that before being activated the truck is positioned such thatthe entire fifth wheel is under the front edge of the trailer floor/skidplate (the trailer is physically sitting on the tractor fifth wheel)there is no gap between the fifth wheel and the trailer floor/skidplate, and the fifth-wheel has been raised sufficiently so that thetrailer's landing gear is clear of the ground (in order to avoid landinggear damage during test). Further, the autonomous truck tug-testprocedure 3000 is adapted to detect proper mechanical coupling with afifth wheel in the absence of any feedback from the fifth wheel unlatchcontrol valve, thereby indicating if the kingpin jaws on the fifth wheelare in the open position.

Before beginning the autonomous truck tug-test procedure 3000 to confirmproper mechanical coupling of a fifth wheel with a trailer, the autonomysystem on the truck connects the truck's fifth wheel to the trailerkingpin and gets the truck in a state where, a) no throttle is applied,b) full service brakes are applied to the truck, c) the steering wheelis pointed straight ahead, and d) no air is supplied to the trailerbrakes (precondition box 3002).

The autonomous truck tug-test procedure 3000 begins by commanding thetransmission to transition to FORWARD (or DRIVE) in step 3004. As soonas the transmission, via the controller, returns a status valueindicating that it is in FORWARD (decision step 3006), the autonomoustruck tug-test procedure 3000 fully releases the service brakes in step3008, and when confirmed (decision step 3010), the autonomous trucktug-test procedure 3000 then drives the truck forward (step 3012), bycommanding a preset throttle effort, and monitors, (a) the tractorlongitudinal acceleration, and (b) the tractor forward distancetraveled. Additionally, depending on the drive train on the truck, theautonomous truck tug-test procedure 3000 also monitors either the drivemotor current and/or the engine RPMs. If, upon the application of thepreset throttle effort, it is determined by the process(or) that theactual forward movement of the truck system does not match (or is lessthan an experimental percentage based upon current and future testing)the forward motion profile of the truck without a trailer connected toit (decision step 3014), then the autonomous truck tug-test procedureconcludes that the mechanical coupling of the fifth wheel with thetrailer is successful (step 3018), and the procedure 3000 concludes(step 3020), and the system is notified of such success. Conversely, ifafter step 3012, the truck moves, and its forward motion profile is thesame/similar to when no trailer is connected (decision step 3014), thenthe autonomous truck tug-test procedure 3000 concludes that themechanical coupling of the fifth wheel with the trailer has failed (step3022) and immediately notifies the system while releasing the truckthrottle and fully applying the service brakes (step 3024). Theprocedure again ends at step 3020 awaiting a repeat attempt to hitch thetrailer and/or operator intervention.

In various embodiments, a multiple tug test procedure can consist ofsuccessive single tug tests. Upon successful completion of initialtug-test, and following connection of air and electrical cables to thetrailer, the fifth wheel is commanded to raise the trailer to a drivingheight, with possibly a forward motion to ensure that the back of thetrailer is not dragging weather stripping on dock doors. After thetrailer has been lifted to a driving height, some customers andapplication areas would prefer that an additional, final tug beperformed as an additional check that the mechanical mating of thetractor and trailer is complete. In this case, since air has beenprovided to the trailer to remove emergency brakes, either this air mustbe removed to re-engage emergency brakes, or air must be supplied on theservice brakes to the trailer. Following, a brief forward throttle orpropulsion is applied to the tractor, to perform a tug on the trailerand ensure the tractor remains engaged with the trailer.

With reference to the procedure 3030 of FIG. 30A, the autonomous trucktug-test procedure 3030 assumes that before being activated the truck ispositioned such that the entire fifth wheel is under the front edge ofthe trailer floor/skid plate (the trailer is physically sitting on thetractor fifth wheel) there is no gap between the fifth wheel and thetrailer floor/skid plate, and the fifth-wheel has been raisedsufficiently so that the trailer's landing gear is clear of the ground(in order to avoid landing gear damage during test). Further, theautonomous truck tug-test procedure 3030 is adapted to detect propermechanical coupling with a fifth wheel in the absence of any feedbackfrom the fifth wheel unlatch control valve, thereby indicating if thekingpin jaws on the fifth wheel are in the open position.

Before beginning the autonomous truck tug-test procedure 3030 to confirmproper mechanical coupling of a fifth wheel with a trailer, the autonomysystem on the truck a) has backed the tractor up to hitch the trailersuch that the system believes the trailer's kingpin has been insertedinto the tractor's fifth wheel hitch, b) no airline (emergency orservice brakes) connections have been made to the trailer, and c) thetractor is stationary, with service brakes applied (precondition box3032).

Preparation for the tug test includes applying service brakes on thetractor, commanding the FNR to FORWARD, and releasing thethrottle/propulsion (step 3034). The system confirms the conditions thata) the tractor is stationary (zero speed) and b) FNR is in FORWARD(decision step 3036). If the conditions are not met, the procedurereturns to step 3034. If the conditions are met, the procedure thenattempts movement at step 3038. Attempting movement at 3038 includes a)noting navigation data (e.g. position, odometer), b) applying apredetermined percentage (X %) of throttle/propulsion profile for apredetermined number of seconds (Y). At decision step 4040, theprocedure determines if the tractor moved, based on navigation data. Ifthe tractor moved, the tug test has failed, and the procedure ends atstep 3042 awaiting a repeat attempt to hitch the trailer and/or operatorintervention. If the tractor did not move, the procedure advances todecision step 3044 and determines if the trailer cam unhitched bychecking the state of the hitch. If the trailer became unhitched, theprocedure ends at step 3046 awaiting a repeat attempt to hitch thetrailer and/or operator intervention. If the trailer did not comeunhitched, the procedure ends at step 3048 with the iteration of the tugtest being passed.

The procedure 3030 can be repeated as multiple parts of a multiple tugtest procedure 3050, as shown in FIG. 30B. At decision step 3052, thesystem determines if the hitch reports the kingpin is inserted. If thehitch reports that the kingpin is not inserted the procedure ends atstep 3054 awaiting a repeat attempt to hitch the trailer and/or operatorintervention. If the hitch reports that the kingpin is inserted, theprocedure advances to step 3056 to perform the first iteration of thesingle tug test procedure 3030. If the first iteration of the tug testis passed and ends at 3048 (FIG. 30A), the multiple tug test procedure3050 then raises the fifth wheel by a predetermined small distance atstep 3058. After raising the fifth wheel by the predetermined smalldistance, the multiple tug test procedure 3050 performs the single tugtest procedure 3030 a second time at step 3060. If the second iterationof the tug test is passed and ends at 3048 (FIG. 30A), the multiple tugtest procedure 3050 then makes the trailer air and/or electricalconnections at step 3062. After making the connections, at step 3064 a)the trailer is supplied with air, b) the transmission is put in park, c)the service brakes are released, d) the trailer is raised to drivingheight, and (optionally) e) the tractor pulls slightly forward to movethe trailer away from the dock. The trailer air supply can then beremoved at step 3066. At 3068, the multiple tug test procedure 3050 canperform the single tug test procedure 3030 for a third and final time.If the single tug test procedure 3030 is passed at step 3068, theprocedure ends at step 3070 and the system is notified of success.

Different customers and mission environments require selection andcustomization of the automated tug-tests. The automated tug-testconceived here is configurable with respect to enablement of individualtugs, and selection of parameters of the complete test.

C. Glad Hand Gross Detection

Referring again to the description of the modified glad hand-basedconnection system, shown and described with reference to the embodimentof FIGS. 23-25, it is contemplated that the conventional (i.e.unmodified) glad hand connections on a trailer front can be used tointerconnect pneumatic lines relative to the AV yard truck according toembodiments herein. A trailer that can interoperate with the AV yardtruck herein with a minimum of, or substantially free of, modificationis logistically and commercially advantageous. The embodiment of FIGS.31-33 helps to facilitate such operation. More particularly, it isdesirable to provide a mechanism for gross detection of the conventionalpneumatic connections (typically configured as glad hands) on the frontside of the trailer.

Reference is made to the exemplary trailer 31 of FIG. 31. Where arobotic manipulator (described above and further below) is used tomaneuver an end effector, containing a pneumatic (glad hand-compatible)connection, to a corresponding glad hand 3120, 3122 on the front 3110 ofthe trailer 3100, the gross position of the glad hands 3120 and 3122 canhelp narrow the search for the connection by the end effector. Ingeneral, the glad hand(s) are mounted in a panel 3130 that canpotentially be located anywhere on (e.g. dashed box 3140), and typicallyalong the lower portion of, the trailer front 3110. A system and methodfor the gross detection of the glad hand (or similar trailer-mountedpneumatic and/or electrical connection) is provided in this embodiment.This system and method generally provides a sensor-based estimate of thelocation of the glad hand panel on the front of the trailer is providedin this embodiment.

Once the glad hand panel 3130 is located on the front face 3110 of thetrailer 3100, the end effector can be grossly positioned to align withit. Thereafter the connection system can begin a fine manipulation ofthe end effector to actually engage the glad hand with theend-effector-mounted truck-based connector. An end effector-mountedsensor (e.g. a vision system camera) can be used to finely guide theconnector into engagement with the trailer's glad hand. The data fromthe sensor/camera assembly 3210 is provided to a machine vision system3250 that determines the location of the glad hands as described below.

With further reference to FIGS. 31 and 32, a single-color camera or acombination of a color camera and a 3D imaging sensor 3210 is/areprovided at a location on an autonomous truck 3220 that can be used tofind the glad hand panel 3130 on the front face 3110 of the trailer3100. The sensors 3210 for detecting the glad hand panel 3130 can bestatically mounted to the truck 3200 on, for example, the roof 3220 ofthe cab 3230. The sensors 3210 are mounted so that they have coverageover the expected areas on the adjacent trailer front (when hitched orin the process of hitching) where glad hands would be located. Thesensor coverage is shown as a shaded area 3250 on the depicted trailerfront 3110 in FIG. 32.

In operation, understanding the location of the trailer face bounds thesearch in the sensor data for the glad hand panel. In an exemplaryembodiment, the sensor assembly 3210 can include exclusively a 2D colorcamera. Using acquired color images of the scene that includes thetrailer 3100, the process identifies which image pixels are associatedwith the front face 3110 and which are background pixels. The front faceis highly structured and tends produce prominent contrast-based edgesusing edge processing tools generally available in commerciallyavailable machine vision applications. From the edge information and the(typically) homogeneous color of the front truck panel, the trailerfront face 3110 can be identified in the imagery.

In another exemplary embodiment, the sensor assembly 3210 includes adense 3D sensing, which is used to detect the front face 3110 of thetrailer 3100 using the known/trained 3D geometric signature of thetrailer face (for example, a rectangle of a given height and widthratio). The 3D sensing can be accomplished using a variety ofarrangements including, but not limited to, stereo cameras,time-of-flight sensors, active 3D LIDAR, and/or laser displacementsensors. These 2D and/or 3D sensing modalities each return thegeneralized location and boundaries of the trailer front face, andpotentially its range from a reference point on the truck.

After locating the trailer front face and bounding it, the next step inthe gross detection procedure is locating the glad hand panel 3130within the bounds of the trailer front face 3110. With reference to FIG.33, the reduced search area 3310 comprising the image of the trailerfront face 3110 is shown within the overall imaged scene 3300. Withinthe reduced search area 3310, the expected polygonal (e.g. rectangular)region of the glad hand panel 3340 is identified based on the knowledgethat glad hand panels are situated at the bottom (dashed search box3330) of the trailer front face.

Based upon identification of the outline/edges of the trailer front facewithin one or more acquired images, as described above, the grossdetection procedure is completed as follows:

(a) A diverse color sampling of pixels is made for regions within theidentified front trailer face but outside of the expected region whereglad hands are situated (the color sample region 3350). This provides acolor sampling of the background color characteristics of the trailer.

(b) The background color samples are then compared to the pixel colorswithin the expected search region (dashed box 3330) for glad hand panels3340. Since glad hand panels are typically a different color/texturethan the background trailer color, the glad hand pixels will produce alow color match response.

(c) Within the expected glad hand search region, the color matchresponses are thresholded and then grouped using (e.g.) a connectedcomponent analysis which will form groupings of pixels. The groupingsrepresent possible glad hand locations.

(d) The groups of pixels are then analyzed for shape properties andgroups are discarded that do not have a structured geometric rectangularshape. Additional shape attributes such as size and width-to-heightratio can be used to eliminate false glad hand panel detections. Theremaining groups are the highest probability candidates for the gladhand panel.

(e) The shape attributes are also used to score the remaining groupcandidates. The group with the highest score has the greatest likelihoodof being the glad hand panel.

(f) Optionally, in an embodiment in which dense 3D sensing is used, ifthere are still multiple high probability candidate regions for the gladhand panel, 3D geometric cues can be used to filter out false positivecandidates based on the expected 3D characteristics of glad hands.

(g) The location/pose of the identified glad hand panel and associatedglad hand(s) in an appropriate coordinate space—for example, a globalcoordinate space that is relevant to the truck's manipulator based uponcalibration with respect to the sensor(s) 3210—is then for use in a finelocalization process to be carried out by the robot manipulator inconnecting to the glad hand.

(h) The manipulator and its associated end effector can be moved basedupon gross motion data 3270 derived from the present location of themanipulator assembly versus the determined location of the glad handpanel 3130 and associated glad hands. This gross motion data 3270 isdelivered to the gross motion actuators 3280 of the manipulatorassembly, or otherwise translated into gross motion that places the endeffector into an adjacent relationship with the glad hands/glad handpanel.

D. Fine Localization of Glad Hand Pose

Once a gross estimation of the glad hand (and/or glad hand panel)location is provided to the system, a sensor-based estimate of the gladhand connector location/pose is computed. As described further below,the robot manipulator contains a separate or integrated grossmanipulation system that is adapted to place the connector-carrying endeffector, which also carries an on-board fine localization sensor/camerainto a confronting relationship with the located glad hand panel. Sincethe panel can be located anywhere on the trailer front face, the use ofa gross manipulator system limits the effort and travel distancerequired by the fine adjustment actuators of the manipulator—therebyincreasing its operational speed and accuracy in making a connectionbetween the truck pneumatics (and/or electrics) and those of thetrailer. Thus, after moving the manipulator into a gross adjustedposition, the fine manipulation system is now in a location in which itcan detect the glad hand pose on the panel. Any stored informationalready available from the gross position system on connector pose isprovided to the fine system so that it can attempt to narrow its initialsearch. If this information is inaccurate, the search range can bebroadened until the glad hand is located by the fine position system.

Reference is now made to FIGS. 34 and 35 that show a multi-axis robotmanipulator assembly 3410 mounted on an autonomous truck rear chassis3420 in a confronting relationship with the glad hand panel 3430, andglad hand(s) 3432 and 3434 of a trailer front 3440. The trailer 3400 hasbeen, or is being, hitched to the fifth wheel of the truck chassis 3410.

As described above, the robot manipulator assembly 3410 is a multi-axis,arm-based industrial robot in this embodiment. A variety of commerciallyavailable units can be employed in this application. For example, themodel UR3 available from Universal Robots A/S of Denmark and/or the VSSeries available from Denso Robotics of Japan can be employed. The robotincludes a plurality of moving joints 3510, 3520, 3530 and 3540 betweenarm segments. These joints 3510, 3520, 3530 and 3540 provide fine motionadjustment to guide the end effector into engagement with the glad hand3432. The base joint 3510 is mounted to the gross motion mechanism,which comprises a pair of transverse (front-to-rear and side-to-side)linear slides 3560 and 3570 of predetermined length, mounted andarranged to allow the manipulator end effector 3450 to access anylocation on the trailer front 3440 that may contain the glad hand(s)3432 and 3434. The slides can allow the manipulator's base joint 3410 tomove according to a variety of techniques, including, but not limited toscrew drives, linear motors, and/or rack and pinion systems.

Notably, the end effector 3450 includes the fine motion sensorassembly/pod 3470 according to an embodiment. The sensor assembly 3470is connected to a vision system and associated process(or) 3472 that canbe all or partially contained in the assembly 3470, or can beinstantiated on a separate computing device, such as one of thevehicle's onboard processor(s). The vision system can be the same unitas the gross system 3250 (FIG. 33), or can be separate. The gross andfine vision systems 3250 and 3472 can optionally exchange data asappropriate—for example, to establish a single global coordinate systemand provide narrowing search data from the gross pose to the fine poseestimate. In general, the fine vision system generates fine motion datafor use by the joints of the manipulator assembly 3410 and this data istransmitted in a manner clear to those of skill in robotic control, tothe robot's fine motion actuators 3476. Note that the manipulator canalso include force feedback and various safety mechanisms to ensure thatit does not apply excessive force or break when moving and/or engaging atarget. Such can include mechanisms for detecting human or animalsubject presence so as to avoid injuring a subject. One or more of thebelow-described sensor types/arrangements, typically provided to theassembly 3470, mounted on, or adjacent to, the moving end effector 3450,can be used to finely determine glad hand pose, and servo the robot tothat location via a feedback routine:

(a) A color or monochrome camera with motion control can be moved usingthe delivery motion control hardware to produce multiple image frames ofthe target area (the glad hands). The collection of frames has a knownmotion profile and stereo correspondence processing can be performed andcoupled with the motion profile to triangulate image points to produce athree-dimensional range image.

(b) A fixed-baseline stereo camera can be defined by a single camera, inwhich movement of the end effector is replaced by two or more camerasseparated by a fixed and known separation. Such an arrangement can bemounted on the end effector or another location, such as the base joint3510, or the chassis itself. Stereo correspondence processing andtriangulation steps are used to produce a three-dimensional range image.

(c) A structured light stereo camera can be used, comprising a singlecamera in conjunction with an infrared (IR) light pattern projector witha known relative pose to the camera. The stereo correspondenceprocessing incorporates the known projected pattern to simplify theprocessing and permit more dense coverage of the untextured surfaces ofthe glad hand. A triangulation process is used to produce athree-dimensional range image.

(d) A near IR camera can be used with a near IR filter to take advantageof near IR illumination. Using a near IR illumination will exaggeratethe contact between the rubber gasket in the glad hand and the rest ofthe glad hand structure and background (as described below).

(e) A short-range laser ranger can be used to provide additionaldistance information of the glad hand.

(f) Additionally, artificial lighting can also be mounted on theend-effector 3450 to allow the vision sensor in the assembly 3470 toimage the glad hand in virtually any lighting or weather conditions. Thelighting can be in the visible spectrum or can be in the near IRspectrum (or another spectrum or combination of spectrums) to enhanceglad hand gasket detection.

(g) The sensor assembly 3470 can also include other forms ofdistance-measuring devices, such as time of flight sensors to enhancerange measurement between the end effector 3450 and glad hand(s) 3432and 3434.

One method for fine detection of the glad hand pose is by using machinevision to image and analyze the circular rubber gasket 3480. This gasket3480 has sufficient contrast to the glad hand and surrounding structurethat may be reflected in the camera imagery. The tracking of the rubbergasket 3480 by the fine sensor 3470 can provide a significant amount ofinformation on the glad hand's position relative to the end effector3450. FIG. 36 shows how the detected rubber gasket 3480 of the exemplaryglad hand 3434 is used to generate fine motion control commands for theend effector 3450 to align with the gasket 3480. Since the rubber gasket3480 is typically annular, with a circular inner and outer perimeter, itcan be used to estimate angular offset of the end-effector relative tothe (e.g.) center/centroid 3630 of gasket 3480 based on the skew (imagecenter 3640) of the extracted shape in the imagery (which translatesinto an ellipse defining a particular major and minor axis in anacquired 2D image). The rubber gaskets on glad hands are also typicallya standard size, so that the dimensions of the extracted gasket in theimagery can provide a metric of the relative distance/range to thegasket, which can also be used to determine the relative location of thecenter of the glad hand. A short-range laser ranger (beam 3490) can beprovided in the sensor assembly 3470 and used to provide a secondmeasurement of the end-effector range to the glad hand.

Another related option for glad hand detection and ranging via the gladhand gasket is to create a custom molded glad hand seal withcharacteristics that aid in the goal pose identification process. Thisseal can be impregnated with additive material during polymeric curing,such as magnetic particles, UV reactive particles, or molded to assume ashape or texture that has other visual based feature (colors, patterns,shapes, markers, etc.) that would aid in pose identification through avariety of methods.

FIG. 36A is a perspective view of an exemplary glad hand gasket withfeatures to enhance autonomous identification, location, and pose of theglad hand gasket. The glad hand gasket can have different regions withdifferent features so that the system can easily identify the glad handgasket by these features. As shown in FIG. 36A, the glad hand gasket3650 can have four distinct identification regions 3652, 3654, 3656, and3658, although it should be clear that a gasket can have more or fewerthan four identification regions. The identification regions 3652, 3654,3656, and 3658 can include different colors in various regions, magneticparticles in various regions, UV reactive particles in various regions,and/or other features to aid in the location and pose identificationprocess.

Another method for detecting the glad hand pose is by employing athree-dimensional range image. By way of non-limiting example, the edge3620 of the unique adapter plate 3710 of the exemplary glad hand 3700,as shown in FIG. 37, can be identified by the fine motion system usingthree-dimensional shape matching. One exemplary algorithm, which allowsidentification of this feature, is based upon Iterative Closest Point(ICP) algorithm, relying in part upon constraints related to theconsistent geometry of that edge 3720 relative to the glad hand seal3730. This enables an estimate of the relative position and orientation(pose) of the glad hand seal 3730 for fine positioning. See, by way ofuseful background information, Besl, P. and N. McKay, A Method ofRegistration of 3-D Shapes, IEEE Transactions on Pattern Analysis andMachine Intelligence, vol. 14, no. 2, February 1992, pp. 239-256.

In another embodiment, as shown in FIG. 38, a rectangular tag 3810 canbe affixed to the exemplary glad hand 3800. This tag 3810 can be locatedat any position on the glad hand framework that is typically visible tothe fine sensor assembly. In this embodiment, it is mounted on the outerend of the adapter plate 3820 using a spring-loaded base 3840. In thisexample a hole in the base engages a raised cylindrical protrusion 3830to secure the base 3840 to the adapter. Adhesives, fasteners or otherattachment mechanisms can be used as an alternative or in addition tothe depicted arrangement in FIG. 38. The tag 3810 provides a visual (orother spectral) reference for simplifying and improving the accuracy ofthe glad hand fine pose estimate by the sensor assembly. The tag 3810can be removably attached to the glad hand using the depicted clip base3840, or other attachment mechanism, so as to provide repeatablepositioning of the tag relative to the underlying, associated glad hand.The exposed (i.e. outer) surface of the tag 3810 can define ahigh-contrast rectangle (or other polygonal and/or curvilinear) ofknown/stored dimensions. The features of the tag can be extracted by thesensor assembly and associated vision system using thresholding of theobserved intensity. The extracted image pixel coordinates can be relatedto the planar physical dimensions of the tag using a homography(transformation) in accordance with known techniques. Thistransformation provides the rotation and translation of the tag relativeto the sensor's coordinate space. The known transformation between thesensor and delivery coordinate frame and the known transformationbetween the tag and the glad hand coordinate frame enables an estimateof the glad hand pose for fine positioning.

An alternative to a single high contrast rectangle for use as the tag3810 is the use of a visual marker/fiducial embedded within the bounded(e.g. rectangular) area 3850 of the tag 3810. Examples of this type ofmarker 3900 are depicted in FIG. 39. The advantage offered by thisvisual marker is more robust detection and homography estimation indegraded environments or when a portion of the tag is occluded. Thegeneration of this form of visual tag and the detection and poseestimation is known in the art and described generally inGarrido-Jurado, S. et al., Automatic generation and detection of highlyreliable fiducial markers under occlusion, Pattern Recognition, vol. 47,Issue 6, June 2014, pp. 2280-2292; and on the World Wide Web at theSoftware Repository:https://sourceforge.net/projects/aruco/files/?source=navbar. As shownthe marker 3900 can comprise a matrix of 2D ID (barcode) patterns 3910,which provide specific information on the identity, characteristicsand/or positioning of the glad hand, as well as other relevantinformation—such as the identity of the trailer, its extents andcharacteristics. In alternate embodiments, the tag can define 3D shapesand/or features (for example a frustum) that allow a 3D sensor to moreaccurately gauge range and orientation of the glad hand.

Visual servoing can be used to achieve proper positioning for a matingoperation between the end-effector-carried glad hand/connector and thetrailer glad hand. The end effector can be controlled using proportionalvelocity control under operation of a control loop receiving poseinformation from the fine vision system 3472. As the sensor's acquiredimage of the glad hand rubber gasket 3480 gets closer to the desiredtarget position, the commanded velocities of the manipulator jointsdriving end effector converge to zero, at which point the end-effectoris aligned with the glad hand, and ready to perform the matingoperation.

A blind movement (rotation about an axis passing through the glad handgasket centroid) can be used to mate the end effector to the trailerglad hand. That is, once the glad hand location and pose are understoodby the fine vision and manipulator system, a blind movement of theend-effector along the estimated normal to the glad hand can occur,making the final physical contact to the glad hand. The move istypically (but not necessarily) blind because the sensors are too closeto the target glad hand to produce useful information.

In general, and as described below, once the truck connector (e.g. gladhand) is mated fully to the trailer glad hand, the end effector releasesits grip upon the truck glad hand via an appropriate release motion. Themotion is dependent upon the geometry of the end effector graspingmechanism. A variety of grasping mechanisms can be employed, and can beimplemented in accordance with skill in the art. After releasing theglad hand, the end effector can return to a neutral/retracted positionbased upon motion of both the fine and gross motion mechanisms to anorigin location.

As with other embodiments described herein, the release of the matedtruck glad hand from the trailer glad hand can be performed in a similarmanner to attachment. The end effector is moved to a gross location andthen the fine sensor servos the end effector to the final position inengagement with the mated truck glad hand. The end effector then graspsthe truck glad hand, blindly rotates it to an unlocked position and itis withdrawn to the origin.

E. Gross Manipulation Systems and Operation Thereof

As described above, the end effector carrying the glad hand or othertruck-based pneumatic (and/or electric) connector can be moved via themanipulator assembly in an initial, gross movement that places the endeffector relatively adjacent (and within fine sensor range of) thetrailer glad hand(s). Thereafter, the relatively adjacent end effectoris moved by the fine manipulation system into engagement with thetrailer glad hand.

A gross manipulation system is also desirable if the fine manipulationsystem lacks the ability to reach glad hands when the trailer is at anangle relative to the truck. The gross manipulation system generallyoperates to move the fine manipulation system within reach of thetrailer glad hands. In operation, the gross manipulation/movement systemcan have one-two or three axes of motion along sufficient distance(s) tolocate the end effector in contact with the trailer glad hand(s) at anyexpected location along the trailer front face and/or at any pivotalorientation of the trailer with respect to the truck chassis. Ageneralized gross manipulation system can include: (a) a frame,comprising a structure that is mounted to the yard truck; (b) a platformwhere the fine manipulation assembly is integrated; (c) an x-axismanipulation mechanism that moves the fine manipulation system in thex-direction (i.e. front-to-rear of the vehicle); (d) a y-axismanipulation assembly that moves the fine manipulation system in they-direction (side-to-side of the vehicle); and (e) a z-axis manipulationassembly that moves the fine manipulation system in the z-direction(vertically with respect to the ground).

One embodiment is a 3-axis gross manipulation system 4000 is shown inFIG. 40, located on the side of the autonomous truck chassis 4010. Thissystem 4010 includes an x-axis rail or slider 4012, a y-axis rail/slider4014 and a z-axis rail/slider 4016. The base 4018 of the roboticmanipulator (the depicted multi joint arm assembly) 4020 ridesvertically along the z-axis rail/slider 4016, whilst the z-axis railtravels laterally along the y-axis rail/slider 4014. In turn, the y-axisrail slider travels front-to-rear along the x-axis rail/slider 4012,thereby affording the arm base 4018 full three-dimensional grossmovement within the range (length) of each rail/slider. Use of amulti-axis system improves the overall motion range for the roboticmanipulator arm 4020, and thereby allows the arm's end effector 4022 toreach a larger range of trailer pivot angles and glad hand locationsalong the trailer front face 4030, including the depicted glad hands4040 and 4042.

The improved gross motion range provided by the exemplary 3-axis system4000 is exemplified in FIGS. 41 and 42. In FIG. 41 the trailer frontface 4030 is pivoted with respect to the truck chassis at a steep anglethat places the trailer glad hands 4040 and 4042 at a distant rearwardangle. The manipulator arm base 4018 is moved rearward and leftward onthe x-axis rail/slider 4012 and y-axis rail/slider 4014, respectively,to a nearly maximum distance. This allows the end effector 4022 to reachthe glad hand(s) 4040 and 4042, even at the extreme geometry depicted.Likewise, in FIG. 42, the trailer front face 4030 is pivoted at anopposing steep angle. In this example, the manipulator arm base 4018 ismoved to a slightly forward and rightmost position by the x-axisrail/slider 4012 and y-axis rail/slider 4014, respectively, allowing theend effector 4022 to reach the glad hands 4040 and 4042, which nowreside further forward and centered on the chassis, when compared toFIG. 41. The exemplary multi-axis gross manipulation system 4000 cancontain one or more of the linear actuation devices described above(e.g. linear motors, lead screws, rack and pinion gears, etc.). Notethat the vertical position of the base 4018 along the z-axis rail/slider4016 is chosen to make the arm appropriately level with the height ofthe glad hands 4040, 4042. The height/level of the base 4018 may differfrom the actual glad hand height to allow for bends in certainmanipulator arm joints.

Another embodiment of a gross manipulation system 4300 is shown in FIG.43. In this arrangement, the system is mounted on an upright frame 3420behind the cab 4310 of the autonomous truck. A platform 4330 is mountedon a hinge 4332. The platform supports the fine manipulation system 4340at a top end and is adapted to pivot downwardly on the hinge 4332 toadjustably extend (curved arrow 4334) the fine manipulation system 4340toward the trailer front face 4350. This pivotal extension can beaccomplished using (e.g.) any acceptable linear actuator describedabove. In the depicted exemplary embodiment, a fluid (e.g. hydraulic orpneumatic) piston 4360 is used to extend and retract the hinged platform4330. The piston is pivotally mounted between the upright frame 4320 andthe hinged platform 4330. Extending the piston ram 4362 causes theplatform 4330 to hinge downwardly, as shown in FIG. 44. This moves themanipulator arm system 4340 closer to the trailer front face 4350. Whenthe ram 4360 is retracted into the piston 4360, as shown in FIG. 43, themanipulator arm system 4340 is retracted upwardly and towards the cab4310. This takes it out of interference with the trailer when not inuse. The piston 4360 and hinged platform 4330 effect coordinated motionalong the x-axis and z-axis directions. The geometry of the platform andmotion characteristics of the arm are coordinated in the overall designso as to allow the end effector 4380 to access the glad hand(s) 4410 and4412 in a range of possible positions and trailer orientations. Whilenot shown, the hinge axis 4332 (or another element in the system 4300)can include a y-axis slider/rail (e.g. a lead screw, linear motor orrack and pinion system that facilitates y-axis (side-to-side) movement).In an exemplary embodiment, the y-axis assembly can beelectromechanically driven, while the x/z-axis assembly can befluid-driven (hydraulic/pneumatic).

It is contemplated in another embodiment that the gross manipulationmechanism can be part of a separate vehicle. This separate vehicle canbe manually driven or comprise an autonomous robotic vehicle (notshown)—which can be similar to those commercially available from avariety of vendors for use in hazardous environments, etc. A finemanipulation arm assembly is mounted on the vehicle/robot. Thevehicle/robot can move along the truck length and provide finemanipulation access to the truck hoses and trailer glad hands. Theseparate vehicle can communicate with the yard truck and/or the systemserver and execute an attach or detach command as desired.

F. Systems for Fine Manipulation and Delivery of a Truck Glad Hand

Upon sensing of the glad hand location on the trailer front face, acombination of fine and/or gross manipulation system can be used toconnect the manipulated truck glad hand interface onto the fixedposition trailer glad hand. The fine manipulation system is used inaccordance with the sensor-based glad hand perception system describedabove (see Section K).

An embodiment of this fine manipulation system consists of a tightlycontrollable, multi-axis robotic manipulator (multi joint arm) that cancompensate for variations in trailer pivot angle with respect to thetruck, glad hand position on the trailer front face, glad hand anglewith respect to the plane of the trailer front face, and overall trailerheight. The system is capable of depositing/releasing andgrasping/retrieving the glad hand interface. The multi-axis manipulatorsystem can contain any or all modalities for linear travel includingelectro-mechanical actuation, in which one or more electric motors areused to move the system components, such motors can include integratedor integral motion feedback devices (e.g. stepper motors, encoders,etc.) that allow the robotic controller to monitor motion with respectto a given coordinate space. An example of such an electromechanicalmanipulator system is shown in FIG. 45. The depicted, tightlycontrollable, 6-axis robotic arm 4500 can be commercially sourced from,a variety of vendors, including Universal Robotics and Denso, describedabove. The manipulator arm 4500 includes a base 4510 that is attached toan appropriate platform (such as a gross manipulator, described above).The base can rotate a first transverse joint 4520 about a first verticalaxis AX1. The first joint 4520 rotates about a second, transverse axisAX2 so as to swing an elongated arm segment 4530 through an arc. On thedistal end of the arm segment 4530 is mounted another joint 4540 thatrotates about a transverse axis AX3 to swing an interconnected armsegment 4550 about an arc. The distal end of the arm segment 4550includes three joints 4560, 4570 and 4580 that rotate the end effector4582 about three orthogonal axes AX4, AX5 and AX6 in the manner of awrist. The end effector 4582 can include a variety of actuatedmechanisms, including the depicted gripper fingers that move into andout of a grasping configuration. In embodiments a specialized endeffector can be used to grasp and release the truck's glad handinterface. The end effector 4582 can be actuated using electrical,pneumatic or hydraulic motive force under control of the robotcontroller 4590 (that also moves and monitors the joints 4510, 4520,4540, 4560, 4570, 4580). Alternatively, a separate controller that alsocommunicates with the fine sensing system 4592 can actuate the endeffector.

In alternate embodiments, the robotic arm manipulator can define adiffering number of motion axes, as appropriate to carry out the desiredgrasping and releasing tasks. In further alternate embodiments, some orall of the manipulator motion elements can be operated with differingmechanisms and/or motive forces including, but not limited to, hydraulicactuation, using hydraulic pressure to extend or retract a piston in acylinder and/or pneumatic actuation, using air pressure to extend orretract a piston in a cylinder.

G. Glad Hand Interface Mechanisms and Operational Methods

As described above, various mechanisms can be used to create apressure-tight connection between the truck pneumatic (and/or electricsystem) and a fully or substantially conventional glad hand mounted onthe trailer front face. Some implementations of a connectionmechanism/interface employ a similarly conventional glad hand geometryon the truck pneumatic line, while other implementations utilize amodified connection.

One system entails modification of the truck glad hand to provide afavorable interface that allows for leverage and integration with arobotic end effector to twist and lock the glad hand into place. Thesystem is composed of (a) a conventional glad hand connector on thetrailer; (b) a glad hand adaptor, which includes a mechanism to connectthe glad hand to a lever; (c) a lever, consisting of a long extension toprovide favorable leverage to twist the glad hands into place; and (d)an end effector interface that provides a location for an end effectorto grasp and pivotally move the lever.

An alternate technique, shown generally in FIGS. 46 and 46A, employs aclamp 4610 with an actuator 4620 that provides consistent force andseals the glad hand face. A rotary actuator or linear actuator canprovide linear force to close the clamp from an opened, disengagedposition (FIG. 46) to a closed, sealed position (FIG. 46A), in which topclamp pad 4630 is annular and is connected to a truck pneumatic line4640. The pad confronts, and seals against, the trailer glad hand 4650and associated seal 4660. More generally, the bottom clamp pad 4670bears against the central barrel 4680 of the trailer glad hand 4650. Thebody of the clamp 4610 is composed of two pivotally jointed L-shapedsections 4612, 4614, each carrying a respective clamp pad 4630, 4670.The clamp pads 4630, 4670 are, likewise, carried on respective pivotingbases 4672, 4674. The upper base 4672 receives a threaded connector4676. Clamping action by the actuator is used to pressurably engage anddisengage the trailer glad hand 4560. In an alternate embodiment, arotary actuator can be employed instead of the depicted linear actuator,which serves to drive a led screw that clamps and unclamps thearrangement.

FIGS. 47 and 47A provide another clamping mechanism 4700 for selectivelyengaging and disengaging the truck pneumatic source/line 4710 from aconventional trailer glad hand 4720. This embodiment employs aspring-loaded clamp body 4730 with a pair of pivoting clamp members4732, 4734. The clamp members 4732, 4734 are spring-loaded to remain ina normally closed orientation under a predetermined clamping pressure.When normally closed (FIG. 47A), the opposing clamp pads 4742, 4744 oneach member 4732, 4734 compress against opposing sides of the trailerglad hand 4720. In this orientation, the upper clamp pad 4732 includesan annular passage that seals against and allows air passage into thetrailer glad hand seal 4650 in a manner similar to the clamp 4600 ofFIGS. 46 and 46A, described above. The fine manipulator end effector canbe used to deliver the clamping mechanism into alignment with thetrailer glad hand using servoing techniques and sensor feedback asdescribed above.

As shown in FIG. 47, the clamp members 4732 and 4734 each include arespective outer interface surface 4762, 4764, which can include atextured finish and/or friction-generating material. The end effector4770 of the fine manipulator can grasp the interface surfaces and forcethe clamp open as shown in FIG. 47. The clamp can be moved into and outof alignment with the trailer glad hand 4720 in this orientation. Theend effector releases pressure on the clamp members 4732, 4734 causingthe internal spring (e.g. a conventional torsion wrap spring) to pivotthe clamp members closed into sealed engagement with the trailer gladhand 4720. The spring-loaded clamp is opened using the fine manipulatorsystem and positioned facing the center hole in the glad hand. Thisspring-loaded clamp 4700 automatically engages with the trailer gladhand when released in proper alignment therebetween.

FIGS. 48 and 48A show another embodiment of an arrangement 4800 forsealing the truck pneumatic source/line 4820 with respect to aconventional trailer glad hand 4810. This embodiment employs a coneshaped plug 4830 that is pressed into the annular seal 4840 of thetrailer glad hand 4810 to provide a proper seal. The plug can define anoptional step 4832 that passes through and acts as a holding barb withrespect to the glad hand seal hole, so as to provide extra holdingstrength. As another option (not shown) an external clamp can be used togrip the back of the trailer glad hand and provide positive pressure toseal. The plug is aligned and pressed into place by an appropriatelyshaped end effector on the fine manipulator. The plug can include abracket interface (not shown) that allows the end effector to apply andremove the cone.

FIG. 49 shows yet another embodiment of an arrangement 4900 for aconnection between a conventional trailer glad hand 4910 and a truckpneumatic source/line 4920, the pneumatic line includes an inflatableprobe/plug 4930 that passes into the hole of the glad hand annular seal4940. The plug is sealed around an internal line that exits in an outlet4950. The uninflated plug geometry allows it to pass freely into and outof the glad hand seal hole. However, when inflated in response to anengagement command (after inserted) the interior of the plug expands, asshown, to seal against the edges of the annular seal 4940. Upon properinflation of the plug into the glad hand pocket 4960, positive pressurecan be supplied to the system via the port 4950. The plug can beconstructed from a durable elastomeric material (e.g. natural orsynthetic rubber) that expands upon application of inflation pressure.Appropriate adapters and/or brackets can be employed to allow the endeffector of the fine manipulation system to carry, insert and extractthe plug with respect to the glad hand annular seal.

FIG. 50 shows another connection arrangement 5000 in which the trailerglad hand 5010 is provided with a semi-permanently attached truck gladhand 5020 according to a conventional rotary clamping motion. The truckglad hand connector 5020 now includes industrial interchange pneumaticconnector (a quick-disconnect) 5050. The truck glad hand adaptor 5020can include one or more fiducial(s) 5030 (e.g. ID codes with embeddedinformation) for easier recognition by the gross and/or finemanipulation sensing system/camera(s). The interchange connectionadaptor 5050 can be arranged to thread into the truck glad hand 5020,and thereby allows for the connection of a corresponding industrialinterchange connector mounted on the end of the truck pneumatic line(not shown), and which is carried into engagement by the finemanipulator end effector. The fiducial can also be carried on a bracketin a manner similar to that described above with reference to FIG. 38.The fiducial can, more particularly, define ArUco marker images thatprovide pose estimation using a camera. The fiducial can also be part ofan arrangement of reflective points: defining a reflective or highcontrast coating to allow vision by a sensor camera.

FIGS. 51 and 52 show another arrangement 5100 for attaching atruck-based glad hand connector 5110 to a trailer glad hand 5120, shownmounted in tandem with a second glad hand 5122 on the trailer front face5124. The glad hand connector 5110 is a modification of a conventionalglad hand unit. The glad hand 5110 includes a sliding sheet metalretainer 5130, that rides (double arrow 5134) on a rail 5132, under thedriving force of an actuator assembly 5136. The actuator assembly can beoperated by the sensor system when the glad hand 5110 is aligned withthe trailer glad hand as shown in FIG. 51. In this orientation, thetrailer glad hand's sheet metal retainer 5140 engages the truck gladhand's flange 5142. The actuator 5132 selectively engages and disengagesthe sheet metal retainer 5130 of the modified truck glad hand 6510 withthe retainer 5130 of the aligned trailer glad hand 5120. In engaging theretainer 5130, the end effector 5160 rotates (curved arrow 5220) theglad hand 5110 into a parallel relationship with the trailer glad hand5120, so that their respective seals 5170 and 5172 are engaged and mated(See FIG. 52). Hence, in operation, the end effector 5160 approaches thetrailer glad hand 5120 at a non-parallel angle AG that allows the flange5142 to slip under the fixed trailer glad hand retainer 5140 while theseals 5170 and 5172 are remote from each other (as shown in FIG. 51).The end effector then rotates the glad hand 5110 into a parallelrelationship with the trailer glad hand 5120. During this step, theactuator 5136 slides the retainer 5130 into contact with the trailerglad hand flange 5150 to compressibly join the two seals 5170, 5172together (as shown in FIG. 52). The end effector 5160 can release theattached glad hand 5110 at its grasping base 5180 and return to aneutral position on the truck chassis thereafter. Disconnection andremoval of the glad hand 5110 from the trailer glad hand 5120 is thereverse of attachment—that is, the end effector 5160 is servoed to, andengages the glad hand grasping base 5180; the actuator 5136 releases theretainer 5130 and the end effector 5160 rotates the glad hand 5110 togenerate the angle AG with respect to the trailer glad hand 5120; andthen the glad hand 5110 is moved away from the trailer glad hand 5120 toa neutral location, awaiting the next connection cycle. This arrangement5100 allows for relatively straightforward attachment and removal of theglad hand using a robot manipulator. It avoids (is free of) thecomplicated motions required in conventional glad handinterengagement—which requires rotation about the seal centroidal axis.Note that the glad hand grasping base can also act as an adaptor so asto allow pressurized air to pass through. The actuator assembly 5136 caninclude the depicted pivoting joints 5138 and linear actuator 5144. Theactuator can employ electrical, hydraulic or pneumatic motive force. Anappropriate line connection (not shown) to the actuator, so as toprovide power, can be provided and can run in parallel to the truckpneumatic line (also not shown, but attached generally to the graspingbase 5180 to deliver pressurized air to the glad hand pressureconnection 5190).

FIGS. 53 and 53A show the general procedure 5300 for operation of thegross and fine localization and manipulation for attaching truckpneumatic (or electrical) connection to the trailer glad hand using oneof the connection implementations described above. The procedure 5300begins by finding the trailer face after the system receives a connectcommand (step S310). The procedure 5300 determines whether the trailerpivot/hitch angle, with respect to the truck chassis is available(decision step S312). If the angle is available, the geometry data isprovided to detect the trailer face in acquired images from the grossdetection sensor (step S314). Conversely, if the angle data is notavailable, then the gross sensor assembly can use (e.g.) color contrastin acquired images of the trailer front face to detect its location anddimensions (step S316). Once determining the trailer location anddimensions, the procedure 5300 reduces the search area to the bottomregion of the trailer where glad hands/glad hand panel are likelylocated (step S320).

Next, the procedure 5300 attempts to locate the glad hand panel in thereduced search region, which may or may not entail 3D sensing (decisionstep S322). If 3D sensing is used by the gross sensing system, then thesystem locates areas with geometric differences from the trailer face,and stores image features therefrom, in step S324. If 3D sensing is notemployed, the procedure 5300 can attempt to locate the glad hand panelby identifying and storing color features on the trailer face image(s)that differ from surroundings (step S326). Based on feature informationidentified via step S324 or step S326, or (optionally) both, theprocedure 5300 then ranks locations on the trailer face from highest tolowest probability of glad hand/panel presence (step S330). This rankingcan be based on a variety of factors including the prevalence of gladhand/panel candidate features, a strong pattern match of specific colorsor shapes, or other metrics. Trained pattern recognition software can beemployed according to skill in the art. In step S332, the location withthe highest rank is selected as the target for gross position movementof the manipulator and the end effector carrying the truck connection.

This location data is then used to guide the manipulator and endeffector using the gross positioning system in step S334. The endeffector is brought into proximity with/adjacent to the candidatelocation whereby a fine sensor (e.g. camera, 3D scanner, etc.) assemblycarried on the end effector and/or the manipulator can inspect thelocation for glad hand features (step S336). If the fine sensing systemverifies that glad hand features are present at the location, then theprocedure uses that location for the fine manipulation process (decisionstep S338). Conversely, if no identifiable glad hand features orpatterns are recognized by the vision system associated with the finesensing, then the next highest rank feature set is chosen, and (ifneeded) the manipulator is moved again in step S334 to inspect the nextlocation (step S336). This process repeats until the glad hand islocated or no glad hand is found (at which point the procedure reportsan error or takes other action). Once a glad hand location is confirmed,then (via decision step S338) the procedure 5300 estimates the glad handpose from images acquired with the fine sensing system. This can includeimage data derived from any combination of color, stereo near IR orlaser range finding, among other modalities (step S350). The finemanipulator is moved toward the identified coordinates of the trailerglad hand and in an orientation that matches its 3D pose. Note that thecarried truck-based connector has a known pose that is correlated withthe determined pose of the trailer glad hand so that they can beengaged. Visual/sensor-based feedback can be used to servo themanipulator as it approaches the trailer glad hand (step S360). Thetrailer glad hand is eventually engaged in the appropriate orientationby the end effector and carried connector in step S362. Once engaged,the connection can be secured using appropriate motions and/oractuations of the truck-based connector in accordance to any of theembodiments described above or other appropriate connectionmechanisms—including, where the manipulator has been adapted, via theconventional rotational connection of a conventional truck glad hand.The connection is tested for security and success (decision step S380).Such tests can include visual tests and/or whether the pneumatic systemholds its pressure. If successful, the procedure 5300 signals successand the manipulator can disengage the truck-based connector and returnto a neutral position (step S390). If the connection test isunsuccessful (decision step S380), then the procedure can instruct themanipulator to engage and/or retrieve the truck-based connector (stepS382). The fine manipulator is then backed away from the trailer frontface (step S384) to a sufficient location and fine manipulation steps5360, 5362, 5370 and 5380 are repeated until the connection testssuccessfully. If the test is unsuccessful after a given number ofattempts, then the procedure stops and sends an alert to personnel,and/or takes other appropriate action.

H. Autonomous-Only Glad Hand Adapters and Connecting Tools

Where the connection between the truck and the trailer is arranged to beimplemented in a manner generally free of human intervention (i.e.autonomous-only operation), the lad hand assembly can be provided in aform more suited to automated handling—for example via a roboticmanipulator. The following are glad hand arrangements forautonomous-only operation.

1. Rigid Adapter

FIG. 54 shows an illustrative variation of the glad hand adapter 5400that is suitable for exclusively autonomous connections. This adapter5400 includes a conventional glad hand connection 5410 that is initiallyattached to the trailer glad hand (e.g. at the yard gatehouse), so thatthe adapter 5400 is semi-permanently attached to the trailer during yardoperations. Hence, the adapter 5400 converts the standardtrailer-mounted glad hand into an alternate connection mechanism forattachment of the truck airline. In this exemplary embodiment, thealternate connection is the male end 5420 of a quick-disconnect system,in which the removable (e.g. commercially available), male nipple end isprovided with respect to the truck in various ways described above. Theadapter is mounted so that the connector is directed outwardly, and isaccessible to engagement using a robotic manipulator, probe or othertruck-mounted device, which carries the truck's airline connector.Connection (e.g.) using a manipulator is facilitated by a frame-mountedpanel 5430 and associated fiducial 5440 (shown in phantom) for visualrecognition by an autonomous system using conventional and/or custommachine vision technique s implemented by the truck processor or aremote system server.

2. Flexible Adapter

Another exemplary embodiment of a glad hand adapter 5500, functionallysimilar to the adapter 5400 described in FIG. 54 is shown in FIG. 55. Aconventional glad hand connection 5510 is provided. A male,quick-disconnect nipple 5520 is provided at the end of a flexible stemtube 5522 that can be reinforced with a wrapped spring 5524 in anembodiment. This tube 5522 allows the adapter 5500 to comply when makinga connection with a handling tool (described below), helping to avoidpossible breakage. This embodiment includes a panel 5530 with fiducial5540 (in phantom) as described above.

3. Solenoid Release Tool

A tool 5600 that is adapted for connection with an autonomous-onlyadapter (e.g. 5400 and 5500 above) is shown in FIGS. 56 and 57. Thistool 5600 is capable of delivering air and power from a truck to atrailer. It contains a mechanical locking mechanism (locking cone 5610)to maintain engagement of the tool with the adapter (5400 in FIG. 57).The tool 5600 further includes a gripper interface 5620 for retrieval bya robotic arm (described above). This interface 5620 can containfiducials (not shown) for finding the tool 5600 (using a vision system)after it has been left on a trailer, secured to the adapter. The tool'sair connection mechanism 5630 can include a femalequick-disconnect-style fitting adapted to engage the male nipple 5420 ofthe adapter 5400 in a manner described herein and known to those ofskill. The mechanism 5630 contains a mechanical locking collar 5720 thatis actuated by (e.g.) two electromagnetic solenoid cylinders 5640, 5642that displace the collar 5720 linearly (double-arrows 5730 and 5732,respectively). The solenoid assembly 5540, 5642 can be activated whenthe tool 5600 is to be retrieved off of the glad hand adapter 5400. Thefront of the tool 5600 contains a frustoconical location structure 5750to ensure proper alignment with the adapter nipple 5420 for engagement.The solenoid assembly 5640, 5642 can be actuated using a switched powersource wired directly from the truck with contacts built into thegripper and the base 5620. When the gripper is engaged it allows thesolenoids to be selectively energized by operation of the connectionsystem. The tool 5600 includes an air outlet/fitting 5660 that ispermanently connected to the treaded end of a truck-based airline.

4. Pull-to-Release Tool

Another exemplary embodiment of the tool 5600 is shown in FIG. 58. Thistool 5800 uses a gripper connection 5810 at a rear of the framework andan aligning locating cone 5820 at the opposing end for engaging anipple, as described above. A similar female quick-disconnect assembly5830 to that of the tool 5600 is provided. The tool 5800 defines asliding framework in which a rear plate 5840 and a front plate 5842 areseparated spacers 5844 on rods 5850. The front plate 5842 is integral,or unitary, with the front framework 5852 that supports the locatingcone 5820 and non-sliding portion of the female quick-disconnect 5830.The rear plate 5840 can slide rearwardly (arrow 5860), drawing back therods 5850 and a carriage 5862. The carriage is secured to thespring-loaded (normally forward-biased) outer sleeve 5864 of thequick-disconnect. Thus, drawing back the rear plate 5840, draws back thesleeve 5864, relative to the fixed portion of the quick-disconnect,allowing it to be unlocked. In this embodiment, on-board actuators—suchas the solenoids 5640, 5642 of the tool 5600—are thus omitted andunlocking of the quick disconnect is performed by drawing back thegripper in the direction of arrow 5860. This avoids the need for anon-board, powered actuation mechanism in this embodiment. The air outlet5870 (connecting to the truck airline) is located on the longitudinal,central axis of the tool 5800, and is fixed to the frame 5852 in anon-sliding manner.

5. Pull-to-Release Tool with Cylindrical Gripper Interface

FIG. 59 shows a tool 5900 according to a further exemplary embodiment,which operates on the pull-to-release principle described with referenceto FIG. 58. Hence, the locating cone 5910, fixed frame 5920 and slidingrear plate 5930 operate similarly to those of the tool 5800 of FIG. 58to unlock a central, female quick-disconnect fitting 5940. The gripperbase 5950, which is mounted on the rear side of the rear plate 5930defines an annulus, with a frustoconical guiding funnel 5952. Thisstructure is adapted to receive an inserted (arrow 5960) gripper 5970 atany rotation (double-curved arrow 5980 about the longitudinal centralaxis (dashed line 5990) of the tool 5900.

I. Autonomous-Favored Glad Hand Adapters and Tools

FIG. 60 shows an adapter that is used in scenarios where a manualattachment of the glad hand is still contemplated in an autonomousoperating environment. The adapter arrangement 6000 is arranged so thatthe same connection interface as a conventional, manual connection isemployed, but fiducials and alignment mechanisms are added to thisadapter arrangement 6000 to enable an autonomous connection system tofind and connect to the arrangement. As shown, a standard glad hand 6010on the trailer-side is connected (e.g. using threaded pipe fittings6022) to an autonomous capable glad hand 6020 on the truck-side. Thesame interface exists for connection with an over the road truck's gladhand, but a new interface is added to the back of the autonomous gladhand for alignment. The interface contains a gross alignment cone 6030,and two rotation alignment posts/vanes on the top (6050) and bottom (notshown), that define slots (top slot 6052 shown). The gross alignmentcone 6030 allows a corresponding gripper-mounted tool (describedbelow—FIG. 61) to assume a proper position, and the posts/slots ensurethe tool is rotated (about longitudinal axis 6060) to the correct anglecorrectly before engagement. A fiducial plate 6070 and associatedfiducial 6072 (shown in phantom) is used to assist in locating the gladhand 6020, and servoing of the gripper tool into engagement with theglad hand 6020. The glad hand base 6080 is arranged in the form of aconventional glad hand geometry for use of either a conventional, manual(twist-lock) glad hand connection on the truck airline, or a manipulatedconnection tool sent by the truck's autonomous system, as describedbelow.

To assist connection of a tool to the glad hand adapter arrangement6000, a glad hand adapter connection tool, an example of which is shownin FIG. 61, contains top and bottom angle location pins (top pin 6110shown) and a main locating pin 6120 (shown engaging the alignment cone6130), all of which ensure proper rotational and angular alignment ofthe tool 6100 with respect to the adapter arrangement 6000. Moreparticularly, the main location pin 6120 provides an initial locationmechanism for the tool 6100 upon approach with the arrangement 6000. Theangle adjustment pins 6110 thereafter ensure that the tool 6100 is inthe correct orientation before connection. The autonomous manipulatorand control system can sense once the pins have bottomed out, and usethat sensed impulse to make the clamp connection.

The clamped connection of the tool 6100 with respect to the glad handbase 6080 is facilitated using a pneumatic cylinder 6150, thatselectively operates to move (double-arrow) 6152 a baseplate toward andaway from the glad hand base 6080 and the tool framework 6130 (thatcarries the pins 6110, 6120, etc.). The plate 6154 carries a block 6156,with an attached air inlet 6158. The block 6156 seals against the basegasket (6082 in FIG. 64) cylinder is moved into a clamped position. Thisalso ensures that the overall arrangement remains secured togetherduring truck operation. The air inlet 6158 is connected to the truckairline. Note that the use of a pneumatic cylinder 6150 to actuateclamping and connection of the tool is by way of example. Otherequivalent actuators, such as electric solenoids, spring-loaded systems,etc., can also be employed. A gripper interface/base 6160 is provided onthe rear of the framework 6130. An appropriate gripper and manipulationsystem, as described generally herein, can be employed to attach andremove the tool 6100 from the arrangement. Elastomeric (e.g. rubber,urethane, etc.) dampers 6170 can be used to mount the gripperinterface/base 6160 to the framework 6130 to provide compliance as thetool 6100 is handled by the manipulator.

FIG. 62 shows a dual-fitting shuttle valve glad hand adapter arrangement6200 according to an exemplary embodiment, for autonomous-favoredoperations. The trailer side of the arrangement 6200 includes aconventional glad hand connector 6210 meant to be mountedsemi-permanently to the trailer airline. The opposing side of thearrangement 6200 includes two parallel ports 6220 and 6230. One port6220 contains a standard glad hand connector base 6222 for interfacingwith an over the road truck airline that is manually attached andremoved. The second port 6230 can contain any of the autonomousadapters/tools described above-in this example, a male nipple 6232 foran actuated quick-disconnect system, such as shown and described inFIGS. 54 and 55.

In the arrangement 6200, a shuttle valve 6240 interconnects thetrailer-side glad hand 6210, the truck-interfacing glad hand 6220 andthe autonomous port 6230, and operates (in a conventional manner) toallow for connection from either the autonomous adapter or a standardglad hand connector. The shuttle valve 6240 routes pressurized air fromthe connected side through to the trailer airline in a manner free ofleaks or pressure loss. The shuttle valve 6240 is also adapted to beopen to the environment when disconnected, thereby allowing the air inthe trailer airlines to purge.

FIG. 63 shows another exemplary embodiment of a dual-fitting shuttlevalve glad hand adapter arrangement 6300. In this embodiment, a shuttlevalve 6310 connects a conventional, trailer-side glad hand assembly 6320and a pair of truck-side ports 6330 and 6340. The ports 6330 and 6340each extend with a respective right-angle elbow 6332 and 6342 from theshuttle valve 6310, which defines a T-connection in this embodiment. Itshould be clear that a wide range of geometric arrangements can beemployed in alternate embodiments to orient the ports appropriatelyand/or provide desired positioning/spacing. The port 6330 is aconventional glad hand connector for manual attachment of an OTRconnection as described above. The other port 6340 is arranged with aquick-disconnect nipple 6344 for use with the above-described tools. Thenipple 6344 in this embodiment is mounted on the end of a spring-wrappedtube 6346 for compliance.

FIG. 64 shows an arrangement 6400 that includes an integrated shuttlevalve 6410. As shown, the shuttle valve is integrally constructeddirectly into the backside of a standard glad hand connection geometry.The shuttle valve allows pressurized air to flow through the rear outlet(arrow 6420) from either the glad hand base 6430 or an autonomous port6440 (shown with a quick-disconnect nipple 6442 as described above).This arrangement 6400 can provide both autonomous and standardconnection mechanisms to a trailer with a relatively small form factor,and without (free of) use of a separate glad hand adapter. Instead, theintegrated glad hand can be permanently fitted to the trailer at theoutlet (6420), and the trailer is, thus, outfitted for both OTR andautonomous connections.

FIG. 65 shows another glad hand adapter arrangement 6500 having anintegrated shuttle valve 6510. Unlike the embodiment of FIG. 64, thisarrangement 6500 does not dictate direct replacement of a stock trailerglad hand. Rather this adapter arrangement 6500 employs a trailer-sideglad hand 6520, which can be semi-permanently attached to the trailerglad hand connection. It is interconnected via the integral shuttlevalve 6510 to a pair of ports 6530 and 6540. The valve selectivelyroutes pressurized air to the trailer-side glad hand 6520 from theconnected port. As described above, the ports include a conventionaltruck side glad hand connector 6532 and a tool-engaged autonomous (e.g.nipple) connector 6542. A fiducial-carrying plate 6550 is also providedon the arrangement housing 6560, where it can be imaged by theautonomous manipulator system.

FIG. 66 shows another exemplary embodiment of a glad hand adapterarrangement 6600 with a housing 6610 that is constructed in a machinableconfiguration. It includes a trailer-side glad hand connection that isfed via an integrated shuttle valve 6630 (shown schematically in phantomwithin the machined housing 6610). The shuttle valve 6630 allows witherthe conventional, truck-side glad hand connection 6640 or the autonomousconnection 6650 to deliver pressurized air to the trailer airline viathe trailer-side glad hand 6620. A fiducial carrying panel 6660 can beprovided on the front side of the housing 6610.

J. Clamping Tool into Adapter

According to an exemplary embodiment, an autonomous connection (nipple)and associated shuttle valve is omitted in the arrangement 6700 of FIGS.67-69. This adapter arrangement 6700 defines a housing 6710 with amachinable design, and a trailer-side glad hand connection 6720 that canbe semi-permanently attached to the trailer glad hand. A truck side gladhand connection 6730 is also provided to the housing 6710. The glad handconnection 6730 defines a cylindrical base 6740 with multiple alignmentholes 6782, which allow a clamping tool 6750 to approach at variousangles.

As shown particularly in FIG. 69, the clamping tool 6750 includes analignment pin 6760 that projects from a motorized base 6770. The base6750 can be adapted for carrying by, and release from, a roboticmanipulator. The alignment pin 6760 has a vane 6762 that is sloped atits front so as to assist in aligning the base 6760 with the glad handcylindrical base 6740. The holes 6742 each define a conforming shape(e.g. la teardrop-shaped keyway) that guides the pin and vane intoproper alignment when the tool 6750 is brought into engagement with theglad hand base 6740.

The clamping tool 6750 is shown engaged with the truck-side adapter gladhand 6730 in FIG. 68. A lead screw 6780, driven by the motorized base,moves the clamp member 6782 toward and away from the glad hand seal6734. A variety of linear actuators can be used to move the clamp member6782. In an embodiment, NEMA 23 stepper motor provides sufficient forceto make a seal. A pair of bolts, mounted into the motorized claim base6770 provide guideways for the clamping member 6782 and it is drivenlinearly (double-arrow 6912 in FIG. 69) by the lead screw 6780. Themotor base 6770 receives power via leads 6786 and the clamping member ispressurized by the truck airline, with pressurized air routed throughthe member 6782 to a port 6910, surrounded by an appropriate glad handseal 6920 (FIG. 69). As in other embodiments, the housing 6710 caninclude a fiducial-carrying plate 6790 to help identify the adapterarrangement 6700 and guide a manipulator carrying the clamping tool intoengagement with the arrangement. Clamping can occur when the systemconfirms (via impulse, etc.) that the tool 6750 is firmly seated withrespect to the glad hand base 6740, after which, the manipulator isreleased from the tool. Unclamping can occur when the manipulator firmlyre-engages the tool 6750, after which, the manipulator and tool arewithdrawn to a neutral location so that the trailer can be uhitched inaccordance with the general description herein.

K. Automated Trailer Angle Detection

When hauling a trailer, it is desirable to determine the orientation(relative angle) of the trailer with respect the tractor. Traditionally,the orientation and perspective of the front face of trailer is observedby a human driver to derive the approximate angle measurement. However,due to the variability in the front face's surface (due to the presenceof refrigeration units, fairings, etc.), this approach is less effectiveusing automated sensors, such as visual cameras, conventional LIDAR,etc. However, the commercial availability of so-called high-resolutionLIDAR affords more capability in automating the relative trailer angledetermination process. Such a high-resolution solution is commerciallyavailable from Velodyne LiDAR, Inc. of San Jose, Calif. in the form ofthe VLS128™ system, which is presently considered one of the world'shighest-resolution LiDAR for use in (e.g.) autonomous vehicles andsimilar applications. This system uses 128 discrete structured light(laser) beams to derive a 3D surface contour/shape at a significantworking distance. These beams can be arranged in projected concentricrings. Other competing high-resolution LIDAR devices and also beemployed herein, as well as alternate 3D sensing systems, which caninclude stereoscopic cameras, etc.

FIGS. 70 and 71 show an arrangement 7000 of an autonomous (e.g. yard)truck 7010 and unhitched trailer 7020 to detect the relative trailerangle ATA, shown herein between the plane of a rear chassis (e.g. bumper7030) of the truck 7010 and the centerline CLT of the trailer 7020.Illustratively, this arrangement 7000 includes a LIDAR device 7022mounted on the truck rear chassis/bumper 7030, facing rearwardly towardthe trailer. In operation, the LIDAR device 7022 communicates with aprocessor 7024, which can be part of the vehicle CPU, and includes anangle determination process(or) 7026. The process(or) 7026 detects theposition and orientation of the (e.g.) two landing-gear legs 7110 and7112 on the trailer 7020 in order to estimate the trailer's angle ATArelative to the rear 7030 of the truck 7010. The LIDAR device 7022defines a working angle range 7120 that is sufficient to capture thelegs 7110 and 7112 within the range of expected trailer angles ATA to beencountered during operation. As shown, the LIDAR beam(s) can alsoacquire the fronts of at least one of the wheel set(s) 7130, 7132, 7134and 7136. The height HLT (FIG. 89) between the LIDAR device 7122 and theground 7050 is chosen to allow its beams 7042 to travel sufficientlybeneath the trailer underside 7040 to reach the landing gear legs 7110and 7112, and potentially, the tire set(s) 7130, 7132, 7134 and 7136.Because the legs 7110 and 7112 and (optionally) the tires are positionedat known parallel orientation across the width/beam on either side ofthe trailer 7120, and these structures have distinctive surface shapes,they can be used as a reference to determine the relative angle ATA withrespect to the truck and associated LIDAR unit (and the truck coordinatesystem established by the process(or) 7026).

In operation, and with further reference to FIG. 72, the process(or)7026 analyzes at least one of the rings in the transmitted LIDAR datafrom the trailer scan to search for groups of points 7210, 7212 wherethe overall group is roughly the width WLL of a respective landing gearleg. The process(or) 7026, then compares all groups to look for pairs ofgroups which are roughly equidistant from the trailer kingpin point7060, and where the separation distance WLG between the two groups 7210,7212 is roughly the width of a trailer. For pairs that match thecriteria, the process(or) 7026 estimates the trailer angle ATA (takenwith respect to a line 7240 parallel to the truck bumper) as the anglethat bisects the two vectors (outside angles) 7220, 7222 from thetruck/trailer hitch point to the opposing outer edges of the two pointgroups 7210 and 7212.

At extreme relative angles between the truck and trailer, one of thelanding gear legs 7110, 7112 can be occluded from the LIDAR sensor'sview (e.g. the occluded leg may be in front of the rear bumper due tothe extreme angle). This condition is shown by way of example in FIG.73, in which the landing gear leg 7112 of the trailer 7020 is visiblewithin the maximum sensing fan (cone) 7320 of the LIDAR device 7022, butthe opposing leg 7110 is outside the cone (positioned in front of thebumper 7130), and occluded. If no point pairs representative of landinggear legs are found, and if a single group of points is detected (e.g.points corresponding to leg 7112) in the area where the other leg wouldbe expected to be occluded (as that leg is now at an extreme left orright position), then the process(or) 7026 uses a predefined trailerwidth WTP to estimate the location of the occluded leg 7110. Theprocess(or) 7026 then uses the sensed location of the found leg 7112 andan estimated location for the occluded leg 7110 as an approximated pairfor the purposed of the above-described procedure. It then uses thispair to estimate the trailer angle as the angle that bisects the twovectors from the kingpin to the outer edges of the two legs in theapproximated pair.

Note that in certain situations, an additional step of providing alinear quadratic estimate (e.g. Kalman filtering) can be employed inorder to smooth the output and improve robustness of the trailer angledetermination procedure described above.

With reference again to FIG. 70, in a further embodiment, it can beuseful to confirm trailer angle ATA, or improve trailer angle accuracy.The procedure can employ the use of the lower outer edges 7070 of theleading edge of the trailer 7020. This procedure can be accomplished byprocessing the received, upper LIDAR rings to detect the outer edges ofthe trailer and can be useful in confirming results from the landinggear detection, or in eliminating false positives if the landing-geardetection procedure returns more than one solution.

In another embodiment, and with reference again to FIG. 72, the LIDARdevice can be used to detect the trailer wheels 7130 and 7134 bylocating corresponding points 7230 and 7234. This data can be used toconfirm, and/or refine the accuracy of, the angle determined usingdetection of the landing gear, or if the landing gear detection is notconclusive, the location of the wheels can be used to independentlyestablish the trailer angle. The (stored) typical width WTW between(e.g.) the inside edges can be compared to sensed width to establishthat the groups of points are wheels and angles can be computed in amanner similar to that described above for landing gear.

L. Automated Kingpin Detection

Reference is made to FIGS. 74 and 75 that depicts a system and method tofurther assist in the retrieval of a trailer by an autonomous truck. Inperforming this operation, the system and method employs the approximatelocation of the trailer, which can be obtained by visual sensing and/orother techniques as described herein. The system and method of thisembodiment generally allows the truck to be able to back down andconnect to the trailer successfully. This embodiment can employ theabove-described LIDAR device 7022 (in FIGS. 70-73). Other like referencenumbers are also employed in the depiction of FIGS. 74 and 75 where theyapply to similar or identical structures/components.

The system and method, more particularly, allows for proper connectionof the truck fifth wheel 7410 to the trailer kingpin 7460 in a backingoperation. It employs a kingpin location detection and determinationprocess(or) 7420, which can be part of the overall vehicle processor/CPU7024, and is interconnected to the LIDAR device and any residentprocesses/ors instantiated thereon (or associated therewith). Using thesystem-provided trailer location, the truck 7010 is positioned adjacentto the trailer 7020, and the reversing procedure is then initiated toconnect the truck and trailer. During this process it is highlydesirable to accurately determine the relative position of the trailerkingpin 7060. While the kingpin 7060 is a relatively small structure onthe overall trailer underside 7040, using a LIDAR device 7022 mounted ona truck's back bumper 7030, it is uniquely identifiable as an imagefeature set produced by the beams 7430 of the LIDAR device 7022.

According to an embodiment, and with further reference to FIG. 76 andthe flow diagram of FIG. 77, a procedure 7700 for accurately determiningthe location of the trailer kingpin 7060 is shown. The procedure 7700processes (e.g. using the process(or) 7420) each of the LIDAR ringsindependently and segregates the found points into groups (step 7710).The procedure 7700 then searches for three discrete groups of points7610, 7612 and 7620 that are separate, but relatively adjacent (within apredetermined threshold), and where the middle group 7620 is closer tothe sensor 7022 than the other two (flanking) groups 7610 and 7612 (step7720).

Step 7720 of the procedure 7700 then further eliminates trios of groupswhere the flanking groups 7610 and 7612 are not relatively flat and atroughly the same height, and/or where the middle group is significantlywider or taller than the expected width/height of a kingpin. If a trioof groups matches all criteria (decision step 7730), then the procedure7700 estimates the x, y (or another coordinate system) position of thekingpin as the average of all the point hits in the middle group 7620(step 7740). The procedure 7700 also reports the kingpin plate height(minimum height of the flanking groups 7610, 7612) HK (FIG. 74) so thatthe system will have a metric as to how high to raise the fifth wheel 74(step 7750). The procedure 7700 then transforms the x, y position fromthe sensor coordinate space to the navigation/vehicle coordinate space(step 7760). The procedure 7760 then compares the x, y position with thecoordinates of any previous detections (step 7770). If there is no match(decision step 7780), then the new x, y position is appended to the listof previous detections (step 7782), and the procedure 7700 continues tosearch (via steps 7710-7770). However, if there is a match (decisionstep 7780), then the confidence in the matched detection is incrementedto increase its value (step 7784). Based upon incrementing of theconfidence value in step 7784, the procedure 7700 prioritizes the listof previous detections using the accumulated confidence, as well asproximity to the vehicle (step 7790). After prioritizing in step 7790,the procedure 7700 outputs detection that has the highest priority foruse to guide the backing operation of the truck onto the trailer via thenavigation coordinate space.

In an alternate, related embodiment, the system and method employs theabove-described trailer angle determination procedure (FIGS. 70-73)which detects the location of the trailer landing gear legs 7110 and7112. Once both of the landing gear legs have been identified andlocated, the location of the kingpin 7060 can be estimated based onknown/standard trailer geometry, typically expressed in terms of an x, ycoordinate relationship between (e.g. centroids). This estimatedlocation is translated into the vehicle/navigation coordinate space. Asshown in FIG. 76, the outer edges 7650, 7652, 7660 and 7662 areidentified in related point groups that span the width of the trailerunderside/sides, and can also be the basis of a trailer angledetermination.

V. Conclusion

It should be clear that the above-described system and method ofhandling and managing trailers within a shipping yard and the associateddevices and operational techniques for autonomous AV yard trucksprovides an effective way to reduce human intervention, thereby loweringcosts, potentially increasing safety and reducing downtime. The systemsand methods herein are practically applicable to a wide range of bothelectric and fuel-powered trucks and any commercially available trailerarrangement. More particularly, the systems and methods hereineffectively enable automation of critical yard operations, such asconnection of one or more pneumatic and electrical lines between truckand trailer, unlatching and opening of trailer doors, safe hitching,navigation and docking of trailers with loading bays and docks,maintaining security at the dock and within the vehicle againstunauthorized operations and/or users, and other aspects of autonomousvehicle operation. Such systems also enhance operations in containeryards, and in other busy yard environments where reverse direction maybe a concern and ensuring safety of parked vehicles is a consideration.These novel systems, methods and operations, while adapted to use on AVyard trucks can also benefit other types of automated transportvehicles, and it is contemplated that, using skill in the art, such canbe extended to a wide range of non-yard-based and/or OTR vehicles.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments of the apparatus and method of the presentinvention, what has been described herein is merely illustrative of theapplication of the principles of the present invention. For example, asused herein various directional and orientational terms (and grammaticalvariations thereof) such as “vertical”, “horizontal”, “up”, “down”,“bottom”, “top”, “side”, “front”, “rear”, “left”, “right”, “forward”,“rearward”, and the like, are used only as relative conventions and notas absolute orientations with respect to a fixed coordinate system, suchas the acting direction of gravity. Moreover, a depicted process orprocessor can be combined with other processes and/or processors ordivided into various sub-processes or processors. Such sub-processesand/or sub-processors can be variously combined according to embodimentsherein. Likewise, it is expressly contemplated that any function,process and/or processor herein can be implemented using electronichardware, software consisting of a non-transitory computer-readablemedium of program instructions, or a combination of hardware andsoftware. Also, qualifying terms such as “substantially” and“approximately” are contemplated to allow fort a reasonable variationfrom a stated measurement or value can be employed in a manner that theelement remains functional as contemplated herein—for example, 1-5percent variation. Accordingly, this description is meant to be takenonly by way of example, and not to otherwise limit the scope of thisinvention.

What is claimed is:
 1. A system for an automated connection of at leastone service line on a truck to a trailer comprising: a receiver on thetrailer that is permanently or temporarily affixed thereto, the receiverinterconnected with at least one of a pneumatic line and an electricalline; a coupling that is manipulated by an end effector of a roboticmanipulator to find and engage the receiver when the trailer is broughtinto proximity with, or hitched to, the truck; and a processor that, inresponse to a position of the receiver, moves the manipulator to alignand engage the coupling with the receiver so as to complete a circuitbetween the truck and the trailer.
 2. The system as set forth in claim1, wherein the end effector is mounted on at least one of (a) aframework moving along at least two orthogonal axes and having arearwardly extending arm, (b) a multi-degree-of-freedom robot arm, and(c) a linear-actuator-driven arm with pivoting joints to allow forconcurrent rearward extension and height adjustment.
 3. The system asset forth in claim 3, wherein a pivoting joint attached to the endeffector includes a rotary actuator to maintain a predetermined angle inthe coupling.
 4. The system as set forth in claim 1, wherein thecoupling includes an actuated, quick-disconnect-style fitting adapted toselectively and sealingly secure to a connector in the receptacle. 5.The system as set forth in claim 1, wherein the coupling comprises aglad hand.
 6. The system as set forth in claim 1, wherein the processorthat, in response to a position of the receiver, moves the manipulatorto align and engage the coupling with the receiver so as to complete acircuit between the truck and the trailer, further moves the manipulatorto twist and lock the coupling into place on the receiver.
 7. The systemas set forth in claim 1, further comprising a gross sensing system thatacquires at least one of a 2D and a 3D image of a front face of atrailer, and searches for glad hand-related image features.
 8. Thesystem as set forth in claim 7, wherein the gross sensing system locatesfeatures having a differing texture or color from the surrounding imagefeatures after identifying edges of the trailer front face in the image.9. The system as set forth in claim 8, further comprising a fine sensingsystem, located on the end effector of the robotic manipulator, that ismoved in a gross motion operation to a location adjacent to a locationon the front face containing candidate glad hand features.
 10. Thesystem as set forth in claim 9, wherein the fine sensing system includesa plurality of 2D and 3D imaging sensors.
 11. The system as set forth inclaim 10, wherein the robotic manipulator comprises a multi-axis roboticarm mounted on a multi-axis gross motion mechanism.
 12. The system asset forth in claim 11, wherein the gross motion mechanism comprises aplurality of linear actuators mounted on the autonomous yard truck thatmove the robotic manipulator from a neutral location to the locationadjacent to the glad hand candidate features.
 13. The system as setforth in claim 12, wherein the fine sensing system locates a trainedfeature on the glad hand to determine pose thereof.
 14. The system asset forth in claim 13, wherein the tag includes a fiducial matrix thatassists in determining the pose.
 15. The system as set forth in claim 1,wherein the receiver comprises a glad hand on the trailer, and whereinthe end effector comprises a clamping assembly that selectively overliesan annular seal of the glad hand and that sealingly clamps the connectorto the annular seal, wherein the end effector selectively engages andreleases the connector.
 16. The system as set forth in claim 15, whereinthe clamping assembly includes a spring-loaded clamp that is normallyclosed and is opened by a gripping action of the end effector.
 17. Thesystem as set forth in claim 1, wherein the receiver comprises a gladhand on the trailer, and wherein the end effector comprises a probemember, containing a pressure port, that inserts into and becomes lodgedin an annular seal of the glad hand based upon a placement motion of theend effector, wherein the probe member comprises one of (a) afrustoconical plug that is releasable press fit into the annual seal and(b) an inflatable plug that selectively engages a cavity in the gladhand beneath the annular seal and is inflated to become secured therein,wherein the end effector selectively engages and releases the connector.18. The system as set forth in claim 17, wherein the frustoconical plugincludes a circumferential barb to assist in retaining against theannular seal.
 19. The system as set forth in claim 1, wherein thereceiver comprises a trailer glad hand on the trailer, the systemfurther comprising another glad hand secured to the trailer glad hand ina substantially conventional manner, the other glad hand including aquick-disconnect fitting that receives the selectively connector fromthe end effector.
 20. The system as set forth in claim 1, furthercomprising, a hitching system for providing information when the truckis attempting to move in reverse to hitch to the trailer, the hitchingsystem comprising a sensing system located to face rearward on thetruck, the sensing device oriented to sense the front face of thetrailer and acquire at least one of a 2D and a 3D image of the frontface of the trailer.
 21. The system as set forth in claim 1, furthercomprising, a hitching system for providing information when the truckis attempting to move in reverse to hitch to the trailer, the hitchingsystem comprising a spatial sensing device located to face rearward onthe truck, the sensing device oriented to sense space beneath anunderside of the trailer and provide information about the underside ofthe trailer, wherein the information comprises one or more images. 22.The system as set forth in claim 1, further comprising, a hitchingsystem for determining a relative angle of the trailer with respect tothe truck in a confronting relationship in which the truck is attemptingto move in reverse to hitch to the trailer, the hitching systemcomprising: a spatial sensing device located to face rearward on thetruck, the sensing device oriented to sense space beneath an undersideof the trailer; and a hitching processor that identifies and analyzesdata points generated by the sensing device with respect to at least oneof landing gear legs of the trailer and wheel sets of the trailer andthat thereby determines the relative angle.
 23. The system as set forthin claim 22, wherein the sensing device is a high-resolution LIDARdevice that generates points using projected rings of structured light.24. A system for interconnecting an airline between an autonomous truckand a trailer comprising: an adapter that is mounted with respect to atrailer-side airline and directs pressurized air therethrough, theadapter having at least one glad hand connection thereon; and amanipulator that carries and moves a connection tool into and out ofengagement with the adapter, the connection tool being interconnectedwith a truck-side airline for delivering the pressurized air to theadapter when engaged therewith and the manipulator being arranged toselectively release from the tool when the tool is engaged to theadapter.
 25. The system as set forth in claim 24, wherein the toolincludes a screw-driven clamp that selectively engages a truck-side gladhand connection and a guide pin that is arranged to engage one of aplurality of keyways at different rotational orientations about an axisof the truck-side glad hand connection.
 26. The system as set forth inclaim 24, wherein the adapter includes a fiducial that identifies andassists in orienting the manipulator, based upon an operativelyconnected vision system.
 27. A method for an automated connection of atleast one service line on a truck to a trailer, the method comprising:moving a robotic manipulator so that a truck glad hand held by an endeffector on the robotic manipulator is near a trailer glad hand on afront face of the trailer; engaging the truck glad hand with the trailerglad hand; rotating the truck glad hand to twist and lock the truck gladhand onto the trailer glad hand; and releasing the truck glad hand fromthe end effector.
 28. The method of claim 27, further comprisingdetermining a pose of the trailer gladhand pose using at least one of 2Dand 3D images sensed using at least one sensing device, and adjusting apose of the truck gladhand based on the pose of the trailer glad hand sothat the truck glad hand can engage the trailer glad hand.
 29. Themethod of claim 27, further comprising, reversing the truck so that ahitch of the truck is in engagement with a kingpin of the trailer, basedon images collected from one or more sensing devices located to facerearward on the truck.